Fall control systems and components thereof for controlling a movement during fall event

Abstract

Fall control systems are described. The fall control systems comprise an elongate guide rail for mounting to a wall; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling elements coupled to the body and including a first primary rolling element; a tether comprising a first end for attaching to the tether attachment end and a second end for attaching to a user; and a background speed control assembly. The fall control systems may further comprise a speed control assembly for controlling the speed of the trolley along the guide rail in a falling orientation to not exceed a maximum fall speed. Vest and tether systems for use with a fall control system comprising an elongate guide rail and a trolley are also described.

Description

FALL CONTROL SYSTEMS AND COMPONENTS THEREOF FOR CONTROLLING A MOVEMENT DURING FALL EVENT CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Application No.63 / 613,820, filed December 22, 2023. The contents of the above-identified application are incorporated herein by reference in their entirety. STATEMENT OF GOVERNMENT SUPPORT

[0002] This invention was made with government support under award number (FAIN) 2304063 awarded by the National Science Foundation (NSF) Technology, Innovation and Partnerships. The government has certain rights in the invention. TECHNICAL FIELD

[0003] The present disclosure relates to fall control systems and components thereof for controlling a movement during a fall event. BACKGROUND

[0004] Unintentional falls are a leading cause of non-fatal injuries treated in hospital emergency departments. The Centres for Disease Control and Prevention (USA), reported that unintentional falls in the elderly resulted in more non-fatal injuries in 2013 in the top 2 to top 10 leading causes of injuries in that age category (> 65 years of age) combined.

[0005] Fall assist or fall arrest systems have been developed to lessen the frequency of injuries arising from unintentional falls, see for example EP 2,522,399, U.S. Pat. No. 7,883,450, US 2007 / 0004567, WO 2014 / 116628, WO 2017 / 165980 and WO 2022 / 107051. In known fall assist systems, a person is attached to a harness that is coupled to a trolley that runs along a guiding track. During regular use, the person exerts a pulling force on the trolley, thereby moving the trolley along the guiding track. During a fall event, a braking system within the trolley is activated and the trolley comes to a stop thereby arresting the person from further movement and preventing the person from impacting the ground. Braking systems typically used in fall assist systems include friction engagement systems, for example as described in CA 2,800,185, and WO 2002 / 074389, or ratchet-like engagement braking systems, for example as described in EP 2,870,982, US 2012 / 0031701 or US 2015 / 0217151.

[0006] Other mobility aiding systems have also been developed. For example, stairlift systems transport a person over a flight of stairs. Generally, such systems comprise a guide rail, an electrical motorized trolley for moving along the guide rail (with or without a backupbattery), and a passenger seat or platform attached to the trolley. In use, a passenger sits on the seat, or stands on the platform, attaches a seat-belt like device, and is carried from a first point to a second point along the guide rail. No movement on the passenger's part, other than to board and alight the seat or platform, is required.

[0007] It is an object of the present disclosure to provide improved fall control systems and components of fall control systems for use therewith. SUMMARY

[0008] The present disclosure relates to fall control systems and components for use in fall control systems such as rails, trolleys, vests, and pads. Methods of controlling a movement during a fall event are also disclosed.

[0009] Described herein are fall control systems that allow a user to ascend and descend stairs, or travel along a level surface, on their own accord. The fall control systems decrease the user's fall distance during a fall event and limits the vertical drop of the user towards the ground, and does not completely stop a user from impacting or contacting the ground during a fall event. Also described herein are components such as rails, trolleys, and pads for use in fall control systems. Also described herein are methods of controlling a movement during a fall event.

[0010] In one non-limiting example, there is provided a fall control system comprising: an elongate guide rail for mounting to a wall; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling elements coupled to the body and including a first primary rolling element; a tether comprising a first end for attaching to the tether attachment end and a second end for attaching to a user; a background speed control assembly comprising: a first gear wheel coupled to, or forming, the first primary rolling element of the trolley; and a second gear wheel translationally movably coupled to the trolley body and translatable between (i) a first engaged position when the trolley is at or above a defined tilt angle and wherein the first and second gear wheels are engaged, and (ii) a second disengaged position when the trolley is below the defined tilt angle and wherein the first and second gear wheels are disengaged, and wherein the second gear wheel has a selected rolling resistance sufficient to maintain the trolley below a target speed when the trolley is at or above the defined tilt angle and tethered to the user. In some embodiments, the second gear wheel rolling resistance is achieved by a frictionbearing, a centrifugal brake, or a combination of the two. In other embodiments, a centrifugal brake is attached to one or more of the trolley’s primary rolling elements to limit speed.

[0011] In some embodiments, the second gear wheel may be on a pendulum arm, e.g. the pendulum arm may be pivotally attached to the trolley at a first end and attached to the second gear wheel at a second end. In alternative embodiments, the second gear wheel may be movable in a gear wheel slot having an arc shape.

[0012] In some embodiments, the fall control system comprises one or more secondary rolling elements coupled to the trolley body at an upper end, wherein at least one of the secondary rolling elements is biased away from the trolley body, wherein the speed control system moves from the disengaged position to the engaged position when a force is applied to the tether attachment end that exceeds a bias force.

[0013] In some embodiments, the background speed controller further comprises one or more spring loaded posts and / or a stopper to restrict movement of the pendulum arm by a predetermined distance and bias the pendulum arm away from the first gear wheel when the trolley is below the defined tilt angle.

[0014] In some embodiments, the speed control track has a toothed surface and one or more of the primary rolling elements of the trolley are gear wheels that engage with the toothed surface of the speed control track as the trolley moves along the elongate guide rail.

[0015] In a further non-limiting example, there is provided a fall control system comprising, an elongate guide rail for mounting to a wall; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling or sliding elements coupled to the body; a tether comprising a first end for attaching to the attachment end and a second end for attaching to a user; a background speed control assembly comprising: a flexible connector (e.g. a flexible band) coupled to the trolley, the flexible connector orientated substantially parallel to and extending along a length of the elongate guide rail; and a tensioning device for applying tension to the flexible connector, wherein the tension is adjustable based on a weight of the trolley and / or the user.

[0016] In some embodiments, the fall control system may be for use on a sloped surface orstairway, with at least a portion of the elongate guide rail mounted substantially parallel to the angle of inclination of the sloped surface or stairway. Thus, the flexible connector would also be substantially parallel to the angle of inclination of the sloped surface or stairway. For example, at least a portion of the flexible connector under tension is at an angle less than 55°, less than 45°, such as less than 40° or less than 38°, such as between 18° to 38°, relative to a horizontal plane (e.g. the floor).

[0017] In some embodiments, the tensioning device may be an auto-belay device, a balancer device or any other tensioning device known in the art. In some embodiments, the tensioning device may comprise a first pulley wheel at a lower end of the elongate guide rail and a second spring loaded pulley wheel or spring dampener at an upper end of the elongate guide rail. In some embodiments, the tensioning device may comprise a counter weight with an option to connect to the trolley via a background speed controller such as a permanent magnetic hysteresis brake (i.e. eddy current brake) that produces a drag torque, a centrifugal brake, or similar brake, sufficient to apply tension / braking to the flexible connector.

[0018] In some embodiments, the background speed controller may comprise one or more band connector guide elements. In some embodiments, the speed control system may further comprise a centrifugal brake coupled to the flexible connector activated when the trolley moves from the travelling orientation to the falling orientation.

[0019] In some embodiments, the flexible connector may exit through an opening in the trolley to connect to the user’s tether. For example, the flexible connector may form or comprise the attachment end of the trolley. In some embodiments, the flexible connector may be continuous with the tether or may be configured to act as the tether e.g. attach directly to the user. This allows the user to gently reach the floor in a falling orientation.

[0020] The fall control systems described above and herein may further comprise a speed control assembly for reducing speed or temporarily stopping movement of the trolley along the elongate guide rail e.g. in a falling orientation during a fall event. The speed control assembly may comprise: a speed control track on a surface (e.g. a braking surface or brake pad) of the elongate guide rail; and a speed controller (e.g. a braking surface or brake pad) on the trolley, wherein the trolley is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages the speed controller with the elongate guide rail when a threshold force is applied to the tether attachment end. In some embodiments, the tether attachment end of the trolley is movably attached to thetrolley body by a biasing member (e.g. a spring), the attachment end of the trolley comprising the speed controller such that the speed controller is movable from the disengaged position to the engaged position that frictionally engages the speed control track of the elongate guide rail when a force is applied to the tether attachment end that exceeds a bias force of the biasing member. In some embodiments, the trolley body is biased away from the speed control track of the elongate guide rail, wherein the speed control system moves from the disengaged position to the engaged position when a force is applied to the tether attachment end that exceeds a bias force.

[0021] In a further non-limiting example, there is provided a fall control system comprising, an elongate guide rail for mounting to a wall; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling or sliding elements coupled to the body; a tether comprising a first end for attaching to the attachment end and a second end for attaching to a user; a background speed control assembly coupled to the trolley comprising: (i) one or more conductive fin extending from the guide rail or the wall, the one or more conductive fin being present along a predetermined length of the guide rail or wall; and one or more magnet on the trolley for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned on the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; or (ii) one or more conductive fin extending from the trolley; and one or more magnet on the guide rail or the wall, the one or more magnet being present along a predetermined length of the guide rail or wall for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned on the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; and a speed control assembly coupled to the trolley comprising: a speed control track on a surface of the elongate guide rail; and a speed controller on the trolley, wherein the trolley is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages the speed controller with the elongate guide rail when a threshold force is applied to the tether attachment end.

[0022] The one or more conductive fin may be located: (i) at a lower end of the guide railor at a lower portion of the wall below the guide rail; (ii) at an upper end of the guide rail or an upper end of the wall above the guide rail; (iii) both (i) and (ii).

[0023] In a further non-limiting example, there is provided a fall control system comprising, an elongate guide rail for mounting to a wall, the elongate guide rail when mounted to the wall comprising an interior chamber and an opening to the interior chamber at a lower end of the guide rail; a trolley housed within the interior chamber of the elongate guide rail and configured to move along the elongate guide rail, the trolley comprising a body, one or more primary rolling or sliding elements coupled to the body on a lower side of the trolley, and a tether attachment arm extending through the opening of the guide rail; a tether comprising a first end for attaching to the tether attachment arm and a second end for attaching to a user; a background speed control assembly comprising: (i) one or more conductive fin extending from an interior surface of the interior chamber of the guide rail or from the wall; and one or more magnet on the trolley for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned in the interior chamber of the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; or (ii) one or more conductive fin extending from the trolley; and one or more magnet on the interior surface of the guide rail or on the wall, the one or more magnet being present along a predetermined length of the guide rail or the wall for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned on the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; and a speed control assembly coupled to the trolley comprising: a speed control track on a surface of the elongate guide rail; and a speed controller on the trolley, wherein the trolley is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages the speed controller with the elongate guide rail when a threshold force is applied to the tether attachment arm

[0024] In some embodiments, the speed controller may be a surface on the lower side of the trolley, wherein one or more primary rolling elements are biased towards a lower guide rail surface. In some embodiments, the speed controller may be a surface of the trolleyattachment arm and wherein the attachment arm is connected to a trolley extension support plate that is biased away from the lower guide rail. In some embodiments, the speed controller may be a surface of the trolley attachment arm and the trolley attachment arm is biased away from a trolley extension support base. In some embodiments, the speed controller may be a surface of the trolley attachment arm and the trolley attachment arm is biased away from a lower guide rail surface.

[0025] In some embodiments, the opening in the interior chamber at a lower end of the guide rail may be offset from the central vertical axis of the trolley away from the wall.

[0026] In some embodiments, the attachment arm may be extendable.

[0027] In some embodiments, the fall control system may further comprise a secondary background speed control system, the secondary speed control system comprising a brake wheel coupled to the attachment arm and biased towards the lower guide rail surface, the brake wheel providing frictional resistance to the trolley when moving along the elongate guide rail.

[0028] The fall control systems described above and herein may further comprise one or more of the following features:

[0029] In some embodiments, the speed controller may comprise one or more brake pad on the trolley, wherein in the falling orientation the one or more brake pad frictionally engages with the speed control track of the elongate guide rail. In some embodiments, the speed control track of the elongate guide rail may comprise one or more brake pads.

[0030] In some embodiments, the elongate guide rail may comprise an upper section and / or a lower section, each of the upper and lower sections for attachment to the wall independently.

[0031] In some embodiments, at least one of the one or more primary rolling element may be on lower portion of trolley. In some embodiments, the trolley may comprise one or more secondary rolling elements on a lower portion, upper portion and / or side portion of the trolley.

[0032] In some embodiments, at least one of the one or more primary rolling element or at least one of the one or more secondary rolling element may be biased towards a corresponding surface of the elongate guide rail. In said embodiments, the speed control assembly may comprise a second speed controller on a surface of the trolley (e.g. a trolley body plate), wherein when the speed control assembly is in the engaged position, the second speed controller frictionally engages with the corresponding surface of the elongate guiderail (e.g. inner surface of the guide rail) when a threshold force is applied to the tether attachment arm that is greater than a bias force of the one or more secondary rolling element.

[0033] In some embodiments, at least one of the one or more primary rolling element or at least one of the one or more secondary rolling element may be a deformable wheel. In some embodiments, the one or more primary rolling elements and / or secondary rolling elements may pivot about an axis corresponding to the direction of travel. Alternatively, in some embodiments, some or all of the rolling elements may be replaced by sliding elements of a very low friction material (for example, Teflon or slippery polyethylene) to glide smoothly along the inner surface(s) of the elongate rail.

[0034] In some embodiments, the one or more conductive fin may be retractable.

[0035] In some embodiments, (i) the speed controller may comprise a pair of caliper arms that pivot from a first position where the arms are not contacting the conductive fin when in the travelling orientation to a second position in the falling orientation where the arms contact the conductive fin to create friction, or (ii) the fall control system may comprise a secondary speed controller comprising a secondary fin extending from the guide rail or wall and a pair of caliper arms that pivot from a first position where the arms do not contact the secondary fin when in the travelling orientation to a second position in the falling orientation where the arms contact the fin to create friction.

[0036] In some embodiments, the trolley may surround at least a portion of the elongate guide rail. In some embodiments, the trolley may be surrounded by at least a portion of the guide rail.

[0037] In some embodiments, a top surface of the trolley and / or a top surface of the guide rail may be angled away from the wall or towards the wall. In some embodiments, one or more surfaces of the trolley may be convex and / or concave.

[0038] In a further non-limiting example, there is provided a vest and tether system for use with a fall control system, the fall control system comprising an elongate guide rail for mounting to a wall and a trolley configured to move along the elongate guide rail; the vest comprising: a body configured to be worn around a portion of the torso of a user; one or more adjustable body straps; and a locking system comprising: one or more first attachment points for receiving the one or more adjustable straps to secure the vest around the torso of the user; and one or more second attachment points for attaching the tether to the vest; a first release mechanism for releasingattachment of the tether from the vest; and a second release mechanism for releasing attachment of the locking system from the vest body; the tether comprising a first end for attaching to an attachment end of the trolley and a second end for attaching to the one or more second attachment points of the locking system, wherein the tether comprises a shock absorbing portion.

[0039] In some embodiments, when attached to the vest, the tether may be biased to one side of the vest, such that the tether lies over a shoulder of the vest body. For example, the tether may be biased towards the shoulder of the user closest to the wall, analogous to an automobile seatbelt. In some embodiments, the tether may be attached such that when the user changes direction, the tether is biased to the opposite shoulder of the user. In some embodiments, the first end of the tether may comprise a support base for attaching to the trolley. In some embodiments, the tether may comprise a support extension configured to hold the tether in a predetermined position.

[0040] In some embodiments, the body of the vest may comprise a neck roll. In some embodiments, the body of the vest may comprise a headrest.

[0041] In some embodiments, the vest and tether system may further comprise one or more backup safety connections configured to prevent activation of the first and / or second release mechanism in a first position and allow activation of the first and / or second release mechanism in a second position.

[0042] In a further non-limiting example, there is provided a fall control system comprising: an elongate guide rail for mounting to a wall; a trolley configured to move along the elongate guide rail, the trolley comprising a body and one or more rolling or sliding elements coupled to the body, the trolley further comprising a pad mount at the attachment end; and a pad configured to be coupled to the trolley at the pad mount, the pad configured to be positioned between a user and the wall when the trolley is mounted on the guide rail and the guide rail is mounted on the wall, the pad moveable with the trolley along the elongate guide rail, wherein the pad comprises: a pad body comprising a layer of shock absorbing material; a tether strip comprising a plurality of vertically arranged attachment points for coupling the pad to a user via a tether, the tether strip for attaching the pad to the pad mount of the trolley; a tether base for coupling the tether strip to the pad body; and one or more slots in the pad body configured to allow the user to access the guide rail or ahand rail.

[0043] In some embodiments, the pad mount may be attached to an attachment end or attachment arm of the trolley. In some embodiments, the pad mount may be attached to a hanger of the trolley. In some embodiments, the pad may attach directly to other areas of the trolley with or without a break-away mechanism to prevent pad damage in a fall event.

[0044] In some embodiments, the tether strip may comprise a ring that is attachable to the pad mount with a carabiner.

[0045] In some embodiments, the fall control system may further comprise one or more secondary pad for attaching to the pad to provide an additional layer of shock absorbing material between the user and the wall.

[0046] In some embodiments, the pad may further comprise a support ledge configured to rest on the guide rail or hand rail and allow movement of the pad along the guide rail or hand rail in the traveling orientation.

[0047] In some embodiments, a lower portion of the pad may be foldable or removable to provide (better) access to the hand rail.

[0048] In some embodiments, the pad may comprise a moisture resistant front layer and / or a reinforced abrasion-resistant back layer.

[0049] In some embodiments, the tether may be attached to the trolley or to the pad via an auto belay device, e.g. a self-retracting mini auto belay device. For example, the auto belay device may slowly unwind during forces greater than the threshold during a fall event, thereby lowering the user to the floor, or allowing the user to continue past a stopped trolley to reach a safer position e.g. on a landing or stair to prevent suspension trauma. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings illustrate one or more exemplary embodiments, of which:

[0051] FIGURES 1A-D show an embodiment of a fall control system comprising a pendulum gear wheel as background speed controller. Figure 1A is a cross-sectional rear view of a trolley of the fall control system in a first position when being used on a substantially level surface. Figure 1B is a cross-sectional rear view of a trolley of the fall control system in a second position when being used on an inline surface. Figure 1C is a front view of the trolley. Figure 1D is a cross-sectional side view of the trolley on a guide rail of the fall control system. A tether for attaching to a user is also shown.

[0052] FIGURES 2A-F show a further embodiment of a fall control system comprising aslotted gear wheel as background speed controller. Figure 2A is a rear view of a trolley of the fall control system (i.e. the trolley surface that faces the mounting surface of the guide rail) in a first position travelling on a substantially level surface. Figure 2B is a rear view of the trolley of the fall control system in a second position travelling down a sloped surface. Figure 2C is a front view of the trolley (i.e. the trolley surface that faces opposite the mounting surface of the guide rail); and Figure 2D is an end cross-sectional view of the trolley on the guide rail through A-A on Figure 2A. A tether for attaching to a user is also shown. Figures 2E and 2F show a wheel attachment assembly that may be used on the trolley shown in Figures 2A-D.

[0053] FIGURES 3A-F show further embodiments of a fall control system comprising various background speed controllers. Figure 3A is an illustration of the fall control system in use by a user ascending stairs comprising an Auto-belay device as a background speed controller. Figure 3B is a cross-sectional side view of the trolley shown on the guide rail of the fall control system through A-A on Figure 3A. A tether for attaching to a user is also shown. Figure 3C is a front view of a guide rail of the fall control system comprising an alternative background speed controller comprising a balancer. Figure 3D is a front view of a guide rail of the fall control system comprising an alternative background speed controller comprising a balancer band or belt and a counterweight. Figure 3E is a front view of a guide rail of the fall control system comprising an alternative background speed controller comprising a permanent magnetic hysteresis brake (i.e. eddy current brake) that produces a drag torque, or centrifugal brake, or other braking device known in the art and a counterweight with the counterweight travelling mostly parallel to the elongate rail. Figure 3F illustrates a non-limiting example of an optional safety brake that can be used in the embodiments depicted in Figs.3A-E.

[0054] FIGURES 4A-D show further embodiments of a fall control system wherein the trolley body encapsulates a section of the guide rail. Figure 4A is a cross-sectional end view of a trolley on the guide rail according to one embodiment and Figure 4B is a front view thereof. Figure 4C is a cross-sectional end view of a trolley on the guide rail according to an alternative embodiment and Figure 4D is a front view thereof.

[0055] FIGURES 5A-I show further embodiments of a fall control system wherein the guide rail encapsulates the trolley body. Figure 5A is a cross-sectional end view of a trolley on the guide rail according to an embodiment comprising a trolley body extension arm extending through a guide rail opening substantially at the centre of the guide rail base anda background speed controller comprising a vertical conductive fin, and Figure 5B is a cross- sectional front view thereof. Figure 5C is cross-sectional end view of a trolley on the guide rail according to an alternative embodiment comprising a trolley body extension arm extending through a guide rail opening substantially at the centre of the guide rail base and a background speed controller comprising a vertical conductive fin. Figure 5D is a cross- sectional end view of a trolley on the guide rail according to an alternative embodiment comprising a trolley body extension arm extending through a guide rail opening substantially at the centre of the guide rail base and a background speed controller comprising a vertical conductive fin, and Figure 5E is a cross-sectional front view thereof. Figure 5F is a cross-sectional end view of a trolley on the guide rail according to an alternative embodiment in which the guide rail opening is offset from the centre of the guide rail base and wherein the background speed controller comprises a horizontal conductive fin, Figure 5G is a cross-sectional front view thereof (further comprising a counter-device) and Figure 5H is a cross-sectional back view thereof. Figure 5I is a cross-sectional front view of an alternative embodiment comprising an alternative arrangement of elements without upper wheels, as well as trolley body outer protection plates.

[0056] FIGURES 5J and 5K show an alternative speed controller or secondary speed controller for use with any of the fall control systems described herein. Figure 5J is a cross- sectional end view of the speed controller comprising a fin and at least two fin brake caliper arms with the caliper arms shown in a first non-braking position and Figure 5K is a cross- sectional end view of the speed controller with the caliper arms in a second braking position.

[0057] FIGURES 6A-C show a fall control vest for use in a fall control system, such as for use with any of the trolley and guide rail systems of Figure 1-5 whereby the vest is worn by the user and is attached to the trolley by a tether or other suitable means. Figure 6A is a front view of the fall control vest and Figure 6B is a back view of the fall control vest. Figure 6C is a detailed view of a strap and fastener locking system, including an optional first and second backup safety connections.

[0058] FIGURES 6D-F show a tether support system such as for use with the fall control vest shown in Figures 6A-C. Figure 6D is a front view of a top section of the tether support system. Figure 6E is a side view of a lower section of the tether support system. Figure 6F is close up view of the tether positioned on a tether support extension.

[0059] FIGURES 7A-D show a further embodiment of a fall control system comprising a tether and moving pad combination that may be attached to the trolley of the fall controlsystem. Figure 7A is a front view of the tether and moving pad combination. Figure 7B is a close up of the upper mount for attaching the pad to a trolley. Figure 7C is an illustration of a vest similar to the fall control vest similar in Figure 6A-C and further comprising a shock absorber. Figure 7D is a cross sectional end view of the tether and moving pad combination shown in Figure 7A, further comprising a secondary pad, a tertiary pad and a support ledge. DETAILED DESCRIPTION

[0060] The present disclosure relates to a fall control system and a method of controlling a movement during a fall event.

[0061] Directional terms such as “top,” “bottom,” “upwards,” “downwards,” “vertically,” and “laterally” are used in the following description for the purpose of providing relative reference only, and are not intended to suggest any limitations on how any article is to be positioned during use, or to be mounted in an assembly or relative to an environment. The use of the word “a” or “an” when used herein in conjunction with the term “comprising” may mean “one,” but it is also consistent with the meaning of “one or more,” “at least one” and “one or more than one.” Any element expressed in the singular form also encompasses its plural form. Any element expressed in the plural form also encompasses its singular form. The term “plurality” as used herein means more than one, for example, two or more, three or more, four or more, and the like.

[0062] As used herein, the terms “comprising,” “having,” “including” and “containing,” and grammatical variations thereof, are inclusive or open-ended and do not exclude additional, un-recited elements and / or method steps. The term “consisting essentially of” when used herein in connection with a composition, use or method, denotes that additional elements, method steps or both additional elements and method steps may be present, but that these additions do not materially affect the manner in which the recited composition, method or use functions. The term “consisting of” when used herein in connection with a composition, use or method, excludes the presence of additional elements and / or method steps.

[0063] A fall control system comprising, an elongate guide rail extending along an axis, a trolley for moving along the elongate guide rail, a tether attached to the trolley at a first end, or attached to one or more than one moving pads (attached to the trolley) with or without an affixed second connecting tether, and a second end of the tether for attaching to a user, and a speed control system for controlling a speed of the trolley along the elongate guide rail is provided. The speed control system may comprise one or more than one speed control trackattached to the elongate guide rail affixed to the wall or ceiling and extending along the axis, a surface of the speed control track selected from a flat surface, a wave-like surface, a toothed or geared surface, or a combination thereof. The guide rail may be rectangular, encapsulating the trolley, or the guide rail may be extruded whereby the trolley encapsulates the rail. The guide rail may have an upper section that is separate from a lower section on the wall. The guide rail may be held in place by a bracket system that may allow for more efficient mounting of the rail system on walls comprised of cement, variably spaced wood studs, variably spaced steel studs, or other structural support. The guide rail may have one or more abutments that help position the trolley inside an elongate wheel to prevent contact of the trolley components with the rail surface(s).

[0064] The speed control system may also comprise one or more than one background speed controllers, and one or more than one speed controllers. The background speed controller may be coupled to the trolley and engaged with the one or more speed control track when the speed control system or the trolley is in a travelling orientation, the background speed controller may be selected from the group of one or more than one background eddy current brake, one or more than one background pre-tensioned gear, one or more than one background constant or near constant resistance bearing (friction bearings), one or more than one background onset or offset wheel, one or more than one background tensioning device (e.g., Auto Belay device, balancer device or similar device known in the art attached to the trolley), one or more than one stabilizing brake wheels, one or more than one background counterweight, one or more than one member tensioned (e.g., spring or spring dampener device) multi-pulley system, and a combination thereof, the one or more than one background speed controller(s) may be for controlling the speed of the trolley along the elongate guide rail in the travelling orientation to not exceed a maximum walking speed. The speed controller may be coupled to the trolley and engageable with the one or more than one speed control track, the speed controller displaceable from a first position when the speed control system or the trolley is in the travelling orientation and the speed controller is not engaged with the speed control track, to a second position when the speed control system or the trolley is in a falling orientation and the speed controller is engaged with the speed control track, the speed controller may be selected from the group of one or more than one or more than one pre-tensioned gear, one or more than one constant or near constant resistance bearing, one or more than one onset wheel, one or more than one offset wheel, one or more than one non-circular wheel, one or more than one brake pads,one or more than one tensioning device (e.g., Auto Belay device, balancer, or similar device known in the art attached to the trolley), one or more than one centrifugal brakes, one or more than one “disc-like” brakes, a wave-like surface on the body of the trolley, a flat surface on the body of the trolley, and a combination thereof, the one or more than one speed controller(s) may be for controlling the speed of the trolley along the guide rail in the falling orientation to not exceed a maximum fall speed. The maximum walking speed being greater than the maximum fall speed, and the maximum walking speed and the maximum fall speed being greater than zero.

[0065] Also described is a fall control system as described herein, wherein one of the one or more than one speed control track is a background speed control track, the background speed control track engaged with the background speed controller, and a second of the one or more than one speed control track is for engaging the speed controller. For example, the background speed control track and the speed control track may be the same, or alternatively, the background speed control track and the speed control track may be separate.

[0066] Also provided is a fall control system as described herein, wherein the background speed control track, the speed control track, or the background speed control track and the speed control track is conductive. For example, the elongate guide rail encapsulating the trolley may be conductive, or one or more than one elongate portion of the guide rail (e.g., an aluminum or copper “fin”) may be conductive, and the background speed controller may be a background eddy current brake. Furthermore, the background speed controller may comprise one or more than one background magnet coupled to the trolley and positioned on the trolley so that when the trolley is mounted on the elongate guide rail, the one or more than one background magnet may be adjacent the background speed control track and the background eddy current brake is activated when the trolley moves along the guide rail.

[0067] Also provided is a fall control system as described herein, wherein the background speed controller comprises a pendulum swing arm with a gear wheel located away from the pendulum pivot point (or gear wheel located in a curvilinear slot to mimic a pendulum sing arm), interacting with the teeth of the gear wheel that may or may not be attached to a circular wheel or a gear wheel (riding on a toothed track) on which the trolley travels. When the trolley is moved along the elongate guide rail on an incline or decline, the pendulum arm with the gear wheel swings toward and contacts a second gear wheel on the trolley (the gear closest to the bottom of the stairs when used on stairs); its rotation is slowed by the resistancecaused by the contact between the pendulum’s gear wheel, pre-tension or having a bearing of constant or near constant resistance, and the teeth of the gear wheel rotating in the direction of the trolley’s travel. In some embodiments the gear wheel having a bearing with constant or near constant resistance might be connected via an axle to a centrifugal brake such that the gear wheel acts as both a background speed controller in the travelling orientation and a speed controller in the falling orientation. In some embodiments, the pendulum swing arm may be configured to provide resistance when the pendulum’s gear wheel rotates in one direction, but will not change the speed of the interacting gear wheel in the opposite direction.

[0068] Also provided is a fall control system as described herein, wherein the background speed controller comprises one or more than one tensioning device (e.g., an Auto Belay device, “balancer” device or similar device known in the art) attached to the trolley. The tensioning device would be particularly useful on stairs to help decrease the amount of force needed by the user to pull the trolley (with or without an attached moving pad) up the stairs. The tensioning device provides resistance via a biasing member (e.g., spring or spring dampener), or a combination of springs and eddy current brakes as commonly used in Auto Belay devices used in rock climbing gyms. For example, an auto-belay device provides near constant resistance for a given speed in a travelling orientation, but provides relatively greater resistance at a higher speed in a falling orientation more proportional to velocity in the travelling or falling orientation than to the user’s weight. In this way, the tensioning device described above functions as both a background speed controller and a speed controller. The tensioning device may comprise multiple pulleys connected via a flexible connector (e.g. band, belt, rope, chain or other connector known in the art) whereby the upper level pulley is tensioned (“spring loaded” or a spring dampener) to decrease the force needed to move the trolley towards the upper level tensioned pulley. The tensioning device may comprise a counterweight (analogous to an elevator counterweight) where the counterweight may or may not be attached to a plate connecting a series of pulleys to one end of the trolley via the flexible connector.

[0069] Also provided is a fall control system as described herein, wherein the background speed controller comprises one or more than one stabilizing brake wheels that may be biased toward the guide rail’s lower surface and hinder movement of the trolley in a travelling orientation when little or no force is applied to the trolley, thereby preventing the trolley from passively moving down the rail ahead of the user. This stabilizing brake wheel may ormay not be connected to the hanger, such that the user’s movement forward or backward partially or fully disengages the stabilizing brake wheel, allowing for less resistance in the direction of travel.

[0070] Also provided is a fall control system as described herein, wherein the speed controller comprises one or more than one brake pads, off center wheels, non-circular wheels, wheel with friction bearings, geared wheels on a toothed track, wheels with wave- like surface on the trolley’s body (e.g., speed bumps) that contact one or more surfaces of the guide rail in the falling orientation. The guide rail surface contacted by the above speed controller component(s) may be a surface inside a rail that encapsulates the trolley, or the guide rail surface may be outside an extruded rail system where the trolley encapsulates the guide rail. The brake pad(s) are brought into contact with the guide rail system when a force generated in a fall is greater than the force biasing a hanger, trolley extension arm, wheel, non-circular wheel, off-centre wheel, wheel with a friction bearing, away from a guide rail surface, or away from the user.

[0071] Also provided is a fall control system as described herein, wherein the speed controller comprises one or more than one “disc-like” brakes, comprising caliper arms, brake pads with optional biasing members increasing the force of the brake pads against the “disc” or fin. In the falling orientation, the brake pads contact the “disc” or fin, resulting in friction that slows the trolley.

[0072] Also provided is a guide rail design where the opening in the base of the elongate guide rail is farthest away from the wall. In a fall event, the user’s weight is ultimately transmitted through the rolling or sliding elements on the base rail closest to the wall. This arrangement allows the major weight-bearing surface of the rail to be more easily supported from below by a wall bracket allowing for greater user weight on the system. Also provided is a guide rail design where the rail is affixed to the ceiling (e.g., the middle of a hallway ceiling).

[0073] Also provided is a fall control system, wherein the speed controller comprises one or more than one extension arm, extension arm post riding in a trolley plate channel, attached to brake pad plate with brake pads on the opposite side of the trolley plate, biased away from the rail’s base surface by biasing member(s). In a fall event, the brake pads make contact with the guide rail’s surface, slowing the trolley (and hence the user) to potentially 0 m / s, or about 0 m / s.

[0074] Also provided is a fall control system comprising a pad for moving with the useralong the elongate guide rail. The fall control system may comprise multiple moving pads overlapping or affixed to each other. One advantage of the tether / moving pad combination described herein is that the fall control system can be more easily used with users of differing heights. For a non-limiting example, the user or an assistant can attach the tether leading from the user to one ring or similar attachment method in a vertical strip of variably spaced rings on the tether / moving pad combination. The moving pad helps decrease the risk of injury from hitting the wall. The tether / moving pad combination may be attached in one or more ways to the trolley, e.g. with a carabiner or other mode of attachment known in the art, and may be attached with a solid, semi-flexible, or flexible means (e.g., steel, rubber, ballistic nylon, or porch swing spring). The attachment may allow for the tether / moving pad combination to remain under the trolley in the travelling orientation (even on stairs), but flex or rotate in a plane about the trolley in a falling orientation to prevent injury to the tether / moving pad combination. Alternatively, a tether comprised of a solid or semi-flexible material coupled to the vest or fall arrest harness may connect the user directly to the trolley.

[0075] Also provided is a fall control system described herein whereby a vest or fall arrest harness with a tether is attached at one end to the user, and the opposite end attached directly to the trolley, or to a tether / moving pad combination that is attached to the trolley. The vest or fall arrest harnesses described herein may have several features that are advantageous in commercial environments whereby an assistant is present to hook and unhook the user, or may have other features that are advantageous for unsupervised users (e.g., private residences). For example, the vest or fall arrest harness may have a belay mechanism at any point between the user’s vest / harness and the trolley, allowing an assistant to slowly lower the user, for example, to the floor, step, or wheelchair. In an unsupervised environment, where the risk of harness suspension injury is possible, a “mini auto belay” might comprise a pneumatic dampened, fluid dampened, spring dampened, “G-limiter” (magnetic) dampened enclosed disc (or other dampening device known in the art) around which is wrapped a band, cable, rope, or other material known in the art that would slowly unwind, allowing the user to slowly reach the floor in 4 minutes or less. Alternatively, the auto belay device described herein may be used to lower the user to the ground in a fall event. For example, in the event of a fall, the user would not be completely suspended in the air, but rather would be slowly lowered to the floor avoiding a harness suspension injury; this would allow the user to detach from the fall control system more easily. Other advantages include a quick release mechanism on the vest / harness for an unsupervised user, or an assistant,even when the tether is under tension. The vest may also incorporate a padded headrest, elastic-type mesh, or other material known in the art to help prevent neck and head injuries in a travelling and falling orientation. The headrest helps keep the tether, connected on the back of the vest, from striking the user’s head when descending the stairs, and keeps the trolley (possibly connected to a tether / moving pad combination) behind the user, preventing the trolley from travelling ahead of the user on the stairs. Other embodiments may incorporate a shock absorber built into the front, back, side, or top of the vest or tether, with a padded tether stretching over the shoulder that can be moved off of one shoulder and onto the next when the user switches directions on the rail system. The vest may have clips or guides or magnets that help keep the tether and / or shock absorbing system against one side of the vest. Strategically placed padding (e.g., neck, shoulders, hips, and ribs) may also help to prevent injuries.

[0076] Also provided is a fall control system described herein, wherein the trolley and guide rail are configured to allow the trolley to navigate curves in the rail system. For example, the conductive fin described herein used in the magnetic braking system (eddy current brake) may retract into the guide rail on corners, or may be removed from corner sections to allow the magnets in the trolley to navigate the corners without having one or more parts of the trolley strike the fin.

[0077] The elongate guide rail may be any suitable shape and may be mounted to a wall or other structure where fall control for a user is required, and any suitable shape for receiving a trolley to be mounted on the elongate guide rail. It will be appreciated that the elongate guide rail should be orientated at an angle that is substantially parallel to the surface that the user is to walk on, such as substantially parallel to the ground or to an angle of inclination of a slope or stairway. The angle or inclination of the slope or stairway may be less than 55°, less than 45°, less than 40°, or less than 38°, for example, the angle of inclination for a staircase may be between 18° to 38°. It will be appreciated that during a fall event, primary forces acting on the guide rail and trolley when mounted to a wall will be in a direction substantially perpendicular to a mounting plane of the elongate guide rail (e.g. away from the wall or mounting structure) and / or substantially parallel to a mounting plane of the elongate guide rail (e.g. towards the ground). The elongate guide rail and trolley may be manufactured of any material suitable in the art, for example, but not limited to, a suitable metal, aluminum, steel, copper, nickel, tungsten, zinc, iron, tin, titanium, stainless steel, nichrome, an alloy, or a resilient polymeric material (e.g., composite material used inoutdoor decks), and manufactured in a manner that when installed to a weight bearing surface (e.g., wall), the guide rail can support a weight capacity of a person that may be attached to trolley travelling in the guide rail, for example, a person with a weight of from about 20 (10kg) to about 800 pounds (360kg), or any weight therebetween, such as a weight of from about 20 (10kg) to about 400 pounds (185kg).

[0078] In the embodiments described herein, the trolley comprises one or more primary rolling element for allowing movement of the trolley along the elongate guide rail. The rolling elements may comprise wheels (deformable or non-deformable), balls, castor bearings, roller-bearings, needle bearings, cylindrical rollers, ball bearings, or any other suitable rolling element. In some embodiments, the trolley may further comprise one or more secondary rolling elements for further assisting the movement of the trolley along the elongate guide rail and / or for alignment of the trolley with respect to the elongate guide rail in the travelling orientation. Alternatively, in some embodiments, some or all of the rolling elements may be replaced by sliding elements of a very low friction material (for example, Teflon or slippery polyethylene) to glide smoothly along the inner surface(s) of the elongate rail.

[0079] The “background speed control assembly” of the fall control system is for controlling the speed of the trolley along the elongate guide rail in a travelling orientation to not exceed a maximum walking speed; the maximum walking speed being greater than the maximum fall speed, and the maximum walking speed and the maximum fall speed being greater than zero. In some embodiments such as shown in Figs. 1 and 2, the background speed control assembly selectively controls the speed of the trolley along the elongate guide rail in a travelling orientation while the user is descending stairs or a ramp, wherein the background speed control system does not control the speed of the trolley while the user is travelling on a substantially flat surface or is ascending stairs.

[0080] The “speed control assembly” (also described herein as a fall brake) is for controlling the speed of the trolley along the elongate guide rail in a falling orientation to not exceed a maximum fall speed or to completely stop the movement of trolley along the elongate guide rail. The trolley or trolley attachment end may be displaceable between a first position when the trolley is in the travelling orientation and the speed control assembly does not reduce speed, or temporarily stop movement, of the trolley along the elongate guide rail, to a second position when the trolley is in the falling orientation and the speed control assembly reduces speed, or temporarily stops movement, of the trolley along the elongate guide rail. The“travelling orientation” refers to a configuration of the fall control systems described herein wherein the speed control assembly is disengaged and does not reduce speed or temporarily stop movement of the trolley along the elongate guide rail. The “falling orientation” refers to a configuration of the fall control systems described herein wherein the speed control assembly is engaged and reduces speed or temporarily stops movement of the trolley along the elongate guide rail, e.g. in the event of a fall.

[0081] The speed control assembly may comprise a speed controller on the body of the trolley or trolley attachment end. One type of speed controller described herein includes a brake pad. Examples of brake pad materials may include, but are not limited to, a rubber compound (e.g. bike brake pad) or other non-metallic materials (e.g., or comprising a combination of various synthetic substances bonded into a composite, principally in the form of cellulose, aramid, polyacrylonitrile (PAN), and / or sintered glass), semi-metallic materials (e.g., comprising synthetic materials mixed with flaked metals), and / or ceramic materials (e.g., comprising clay and porcelain bonded to copper flakes and filaments) combined with an appropriate binding agent, for example, phenol formaldehyde resin, and optionally a friction material, such as graphite or zirconium silicate. In some embodiments, ceramic brake pads may be particularly advantageous as they are usually quieter, more wear resistant, with less brake dust produced. The brake pads may have channels or treads, similar to a bike brake pad or car tire, to channel water away from the contact surfaces to limit the degree of hydroplaning on a wet surface. One or more than one brake pads might be fully or partially composed of a deformable rubber that is more easily deformed under high compression forces. In some embodiments, the brake pads may be curved (e.g. convex), for example, in or near the center of the trolley as best seen in Fig. 5E to allow for better clearance when the trolley navigates curves (e.g., moving from the stairs to a horizontal landing.

[0082] Referring to the figures, Figures 1A-D show a fall control system comprising a trolley 880 and a guide rail 900, 901 that allows the trolley 880 to travel in a linear or non- linear direction along the guide rail. The trolley 880 comprises a background speed controller comprised of a first movable gear wheel 906 and a second gear wheel 904a connected to a lower wheel 904 of the trolley. The second gear wheel 904a has a selected rolling resistance sufficient to maintain the trolley below a target speed when the trolley is at or above a defined tilt angle and tethered to the user. It will be appreciated that the selected rolling resistance may depend on the weight of the user and / or the trolley.

[0083] In the embodiment shown in Figures 1A-D, the background speed controller is only active when the user is descending the stairs, ramp, or other downward sloping surface, but not ascending the same surfaces. In other words, the background speed controller selectively reduces the speed of the trolley along the guide rail when the user is descending a slope or stairs at an angle exceeding a predetermined threshold, but does not reduce the speed of the trolley along the guide rail when the user is travelling at an angle that does not exceed said threshold (e.g. travel along a substantially flat surface or travel ascending a slope or stairs).

[0084] This allows for installation on different sloped stairways that have a combination of stairs and flat landings (e.g. where a background speed controller is not necessary or practical on level surfaces) and represents an advantage over previous fall control systems known in the art where the background speed controller is always active in only one direction of travel, including level surfaces.

[0085] Furthermore, a trolley background speed controller that is only active when the user descends stairs, a ramp or other downward sloping surface keeps the trolley behind the user’s shoulder to allow for proper positioning of the tether (and possibly a separate shock- absorber) against the user’s shoulder, analogous to a car seat (shoulder) belt (e.g., see FIG. 6A and 6E).

[0086] The guide rail system 900 may be installed on a wall, series of posts, or other mounting surface that is parallel or near parallel to the traveling plane of the stairs, ramp, other sloped surface, or level surface. The trolley and its components illustrated in FIGS. 1A-D can be used within a guide rail system on the right or left side of the stairway or travelling surface, or on multiple stairways or travelling surfaces angled in different directions (e.g., ascending a first staircase to a flat landing, then descending a second staircase). This represents a further advantage over previous fall control systems known in the art which typically require a different configuration of parts depending on which side of the stairs the fall control system is installed.

[0087] As shown in Figures 1A-D, the trolley 880 may ride within a 2-section rectangular rail system comprising an upper section 900, and lower section 901. Alternatively, a one section rectangular rail system can be used as shown in FIGS.5A-C, & 5F-K.

[0088] FIGS. 1A and 1B show the trolley’s rear surface oriented towards the mounting surface (e.g., wall), away from the user. FIG.1C shows the trolley’s front surface oriented away from the mounting surface, facing the user. FIG.1D shows a cross-sectional end view of the trolley corresponding to the cross-sectional cut through the arrows “A” in FIG. 1C.The trolley 880 may comprise one or more than one lower wheels, cylinders, or similar rolling elements 904 which function as part of the background speed controller; the wheels 904 ride on the lower raceway surface 901c overlying the lower section rail base surface 901a of the guide rail 901 as best illustrated in FIG.1D. Although a trolley with two lower wheels is shown in Figures 1A-D, additional numbers of wheels may be used, for example, 4, 5, 6, 7, 8, 9, 10 or more wheels, depending on the size of the wheels and the size of the trolley. The wheel(s) may be manufactured of any material suitable in the art, for example, but not limited to, a suitable metal, alloy, rubber, urethane, steel, stainless steel, iron, an alloy of these metals, or a combination of such materials. The guide rail 901 may be attached to a wall 801 via one or more screws or bolts 160 or another fastening device known in the art. Affixed to one side of one or more wheels 904 is a gear wheel 904a comprising a plurality of teeth. Both the wheel and affixed gear wheel 904a attach to one or more trolley body plate(s) 902 by a lower wheel axle 904b. The gear wheel 904a may rotate in sync with the wheel 904, or have a mechanism such as a bicycle clutch-type mechanism whereby the gear wheel 904a only rotates in one direction, and remains passive in the opposite direction. Alternatively, the pendulum swing arm 905b may be connected to the hanger 146 that moves in a pre-determined slot, so that changes in a user’s direction (i.e. going up stairs) would pull the hanger and hence the pendulum swing arm with gear wheel 906 away from the gear wheel 904a to disengage the background brake. The trolley body plate 902 may be manufactured of any material suitable in the art, for example, but not limited to, a suitable metal, alloy, resilient polymeric material, epoxy resin, fibreglass cloth-fibreglass resin composition, carbon-fibre–fibreglass resin composition, fibreglass cloth-epoxy resin composition, carbon fibre cloth epoxy resin composition, and manufactured in a manner that can support a weight capacity of a person that may be attached to the trolley 880, for example, a person with a weight of from about 20 (10kg) to about 800 pounds (360kg), or any weight therebetween, such as a weight of from about 20 (10kg) to about 400 pounds (185kg). The lower raceway 901c may be a different material (e.g., rubber) than the lower rail base surface 901a (e.g., steel). In some embodiments, the lower raceway 901c may be selected from a group consisting of metal, sandblasted metal, rubber, sandblasted rubber, polymeric material, sandblasted polymeric material or other suitable material known in the art, e.g. to increase the surface friction when interacting with one or more lower trolley wheels 904. In alternative embodiments, the wheels 904 could be removed allowing the gear wheel(s) 904a to ride directly on a raceway surface such as a toothed raceway surface.

[0089] The trolley 880 may also comprise one or more than one upper wheels 903 riding on a top (traveling) surface 900a of the guide rail upper section 900 that are attached to the trolley body plate 902 via an upper wheel axle 903a. The upper and lower wheels may be positioned on the trolley body plate 902 in a manner that prevents the lower and upper trolley body plate from making contact with the travelling surfaces 900a, 901a, or 901c when such would be undesirable. The trolley plate 902 may have upper and lower concave depressions 902a (Fig.1A) to prevent the trolley plate from contacting the upper or lower rail travelling surfaces or raceway surfaces when navigating curves in the railing up or down. There may be an interval (gap) between the top surface of the upper wheels and the top (traveling) surface 900a to prevent the top wheel from becoming wedged or stuck against the top surface of the upper rail section due to minor inaccuracies during the rail’s installation process, or during activation of the background speed controller. A rail wall stop / protector of a suitable height or shape 901d (Fig.1D) composed of the same or similar material of the rail or wheel may be installed on the upper or lower rail section to prevent the wheel(s) or other trolley components from striking the wall.

[0090] As illustrated in FIGS.1A, 1B and 1D, a pendulum background speed controller 905 that comprises a pendulum swing arm 905b is attached to the trolley body plate 902 via a pendulum pivot axle 905a. Attached to the lower end of the swing arm 905b is gear wheel 906 with a plurality of teeth (also represented by the shaded teeth in Fig.1D). Attached to the gear wheel 906 is wheel bearing 906a of constant or near constant resistance that also rotates with the gear wheel 906 on the same axle. In some embodiments the gear wheel 906 having a bearing with constant or near constant resistance may be connected via an axle to a centrifugal brake (not illustrated) such that the gear wheel acts as both a background speed controller in the travelling orientation and a speed controller in the falling orientation.

[0091] The pendulum background speed controller 905 described herein helps to maintain the trolley at a varying distance behind the user’s shoulder when the user descends a sloped surface or stairway but is inactive when ascending a sloped surface or stairway. As best illustrated in Fig.1D, when the user descends a sloped surface or stairway, force is exerted through the tether 754, the swivel connector 752, and the tether fastener (e.g., carabiner) 750 connected to the hanger 146. In the travelling orientation down a sloped surface as shown in Fig.1B, gravity causes the pendulum swing arm 905b to swing towards the freely rotating leading lower wheel 904. The swinging gear wheel 906 with a plurality of teeth contacts the teeth of the gear wheel 904a (on the same axis to the wheel 904). Engagementof the two gear wheels in this manner causes slowing of the wheel 904 due to the constant resistance gear wheel bearing 906a acting on the gear wheel 906. Forward movement of the swing arm 905b may be limited by a predetermined distance by a stop pin 911 and to a lesser extent the spring-loaded post 910 (e.g., compression spring). To conserve space, the swing arm 905b may be shorter than that illustrated in Figs.1A, 1B, and 1D, and contact the teeth of the lower wheel gear wheel 904a at a lower point than that illustrated in the Fig.1B. The pendulum background speed controller 905 is analogous to applying the front brake on a motorcycle, which may allow other lower wheel(s) to lift off the raceway, but the upper wheel(s) 903 may still remain in contact with the top travelling surface 900a to help to stabilize the trolley. The pendulum background speed controller 905 slows the trolley’s speed and may temporarily halt movement of the trolley with respect to the guide rail. Without the pendulum background speed controller 905, the trolley 880 would lead the user on the stairs, resulting in a less desirable position of support if the user fell as the user may swing forward, potentially striking the wall or other object at a higher velocity.

[0092] Conversely, when the user travels up the stairs (up a sloped surface), gravity would still cause the teeth of the pendulum swinging gear 906 to contact the teeth of the gear wheel 904a. However, when ascending the stairs, the wheel 904 and attached gear wheel 904a are rotating in a different direction when compared to descending a sloped surface, in a manner that “kicks away” or “kicks out” the gear wheel 906 with pendulum swing arm 905 towards the pre-swing vertical position; this results in only negligible resistance from the teeth of the two gear wheels periodically striking each other.

[0093] To avoid the potential for clicking or similar noise if the swinging gear wheel 906 makes repeated contact with the lower wheel gear wheel 904a as the user ascends the stairs, a mechanism such as a bicycle clutch type mechanism may be built into or around the axle 904b whereby the gear wheel 904a only rotates in one direction in sync with the wheel 904, and remains passive in the opposite direction, not moving with the wheel 904 in that direction. The passive direction would be opposite to the passive direction of the other (opposite) lower gear wheel 904a. This prevents the lower gear wheel 904a from rotating against the gear wheel 906 when ascending a sloped surface (e.g. stairs or ramp), thereby eliminating the clicking noise. Alternatively, the pendulum swing arm 905b may be connected to the hanger 146 that moves in a pre-determined slot (not shown in the diagrams), so that changes in a user’s direction of travel (i.e. going up stairs) would pull the hanger and hence the pendulum swing arm with gear wheel 906 away from the gear wheel904a to disengage the background brake.

[0094] The pendulum background braking embodiments illustrated in Figures 1A-D would function on angled surfaces on either side of the stairway. Most residential staircases are angled between 30-45 degrees relative to a level walking surface. In the instance where the staircase was significantly less than 30 degrees, the force of gravity alone might not be strong enough to push the pendulum swing arm with swinging gear wheel 906 far enough towards the lower wheel gear wheel 904a, resulting in failure to activate the background speed controller. To avoid this, a bolt, screw, or other type of stop pin similar to 911 (Fig. 1B) may be inserted in a pre-fabricated hole (on the other side of the pendulum swing arm) fixing the pendulum swing arm in one position, thereby negating the need for the user to switch to a completely differently designed trolley for the other side of the stairway.

[0095] As shown in Figs. 1A and 1B, one or more spring loaded posts 910 (e.g., compression springs) may be used to maintain the pendulum swing arm 905b in more of an upright (vertical pre-swing) position which may prevent unnecessary and possibly undesirable engagement of the background speed controller system.

[0096] In some embodiments (not shown), the circular wheel 904 as illustrated in Figures 1A-D could be replaced with a gear wheel comprised of a plurality of teeth that rides in a toothed gear wheel track affixed to the base 901c.

[0097] The fall control system further comprises a speed controller located on the trolley’s front surface which may be oriented away from the wall and towards the user as illustrated in Figs.1C and 1D. The speed controller comprises a brake pad 908 on the trolley contacting the inner surfaces of the guide rail, 900e and 901h. The trolley’s speed controller is activated when the trolley is in a falling orientation. The trolley’s front facing surface contains the hanger 146 (for fastening to the carabiner 750 or other attachment mechanism) and the hanger is attached to the trolley body plate 902. One or more rolling elements 122 are supported by one or more rolling element support posts 907. Rolling elements 122 may include, but are not limited to, train wheels, heavy duty ball transfers, flying saucer ball transfers (e.g., Hudson Hauler or Hudson Super Mover, from Hudson Bearings), castor bearing, a roller-bearing, a needle bearing, cylindrical roller, roller ball bearing, deformable or non-deformable wheel, and the like. In the non-limiting depiction of rolling elements as shown in Figs.1C and 1D, rolling elements on the upper trolley body represent cylindrical rollers and rolling elements on the lower trolley body represent a deformable wheel. The deformable wheel may be made of a resilient material such as a polymeric material or arubber material that can change its shape when a moderate pressure, from about 10 to about 500 lbs. or any amount therebetween (e.g., the weight of a falling human being) is applied to the material. One or more rolling elements can be combined, for example two cylindrical rollers can be combined in one unit to provide more stability, or one or more deformable wheels positioned at the same level or a different height on the trolley body plate. One or more brake pads 908 are securely attached to the trolley’s body plate.

[0098] As best viewed in Fig.1D, one or more rolling elements 122 are located closer than the adjacent brake pads to the upper rail surface opposite the mounting surface 900b, and / or the lower rail surface opposite the mounting surface 901b of the elongate guide rail sections. The rolling elements may be biased away from the trolley body (and toward the surfaces opposite the mounting surfaces) by support post springs 907a. The support post cap 907b prevents the post support structure from being pulled away or off the trolley body. In the trolley’s falling orientation, when the user falls directly down, forward, backwards, or a combination of such, the force (e.g. of the tether and carabiner pulling down on the hanger 146) pulls the trolley away from the mounting surface in a direction towards the upper and lower surfaces of the guide rail sections opposite the mounting surface. The fluidity (movement) of the trolley 880 within the elongate rail system is achieved by one or more of the rolling elements depressing, allowing one or more than one brake pads to contact the inner rail surfaces, 900e and 901h, resulting in friction that slows the trolley and hence the user’s forward speed. Depending on the direction of the forces, some, but not all, of the brake pad surfaces might contact the inner rail surfaces. The rolling elements, including the possible inclusion of a deformable wheel 122, could be geometrically arranged so that a fall directly forward or backward (for example a dive straight down the stairs) would more easily allow contact of the brake pad surfaces with the rail surfaces opposite the mounting surfaces. The background speed controller already in effect would aid in causing the user to fall towards the stairs (underneath the rail system), which would result in greater contact of the braking pad surface with the surface of the rails opposite the mounting surface. By the mechanisms described above, there is movement (fluidity) of the trolley inside the rail system in multiple possible directions, which plays a role in activation of the speed controller. However, the primary forces acting on the trolley in the fall control system described herein would mostly result in the trolley being pulled away from the wall, causing friction between the brake pads and the surfaces opposite the mounting services of the elongate rail sections. Depending on the resistance provided by the background speedcontroller, or speed controller, or combination of both, the trolley may or may not be completely locked in the elongate rail when in the falling orientation. For example, in the event of a fall, the trolley may or may not be movable up or down the stairs.

[0099] In some embodiments as shown in Fig.1D, the fall control system may comprise a trolley / rail protective shield 909 (attached to the hanger 146) which may prevent the user’s fingers from inadvertently getting jammed between the brake pads or trolley body plate (or other components) and the rail system. The trolley / rail protective shield may span the entire width of the trolley. The trolley / rail protective shield could be firmly or loosely affixed to the hanger 146, and made of a solid, flexible, or semi flexible, or soft material that would not break in the event that a downward force on the hanger pushed the protective shield onto the rail surface(s). In some embodiments and as illustrated in Fig.1D, an overlying hanger protective pad 146a facing the user may be used to help prevent injuries where the user might strike their head or other body part on the hanger when using the fall control system. Likewise, a protective cover / outer case 118 overlying the outer surfaces of the guide rail 900 may help prevent injuries if the user struck the outside of the rail with one or more body parts.

[0100] In some embodiments as shown in Fig 1C, a sweeper 706 (attached directly or indirectly to the trolley body) at both ends of the trolley may be used to help clear debris from the rail system such as the raceway 901c in front of the trolley when traveling forward, and help prevent the wheels from striking the debris. A flexible wiper surface 706a, touching, or very close to the raceway, may be used to allow for a sweeping motion without damage or deformity of the lower wiper surface. The wiper 706a may be comprised of any suitable material, including, but not limited to plastic, carbon fiber, metal, bristles, high density open or closed foam, and may be housed within a moulded plastic casing spring- loaded to maintain contact between the wiper 706a and the surfaces of the raceway 901c. The wiper may be oil filled or filled with another lubricating substance.

[0101] FIGS. 2A-D illustrate another embodiment of a fall control system having similar features to the embodiment shown in Figs. 1A-D but with some differences in configuration. In the embodiment shown in Figs. 2A-D, the background speed control system does not have a pendulum swing arm, but instead comprises a swinging gear wear 906 located within a swinging gear wheel slot 906c as illustrated in Figs.2A, 2B and 2D. The swinging gear wheel 906 contains a swinging gear wheel bearing of constant or near constant resistance 906a with a swinging gear wheel axle / post 906b going through theswinging gear wheel 906 and attached to the opposite side of the swinging gear wheel slot 906c with a nut, or welded cap, or other known attachment means. Alternatively, a wider post (or bar), curved to match the shape of the gear wheel slot 906c, can move side to side in the swinging gear wheel slot 906c, from which a swinging gear wheel axle / post 906b is affixed and serves as the axle / post of the swinging gear wheel 906. The swinging gear wheel axle / post 906b can be square, rectangular, or other geometric shape that may or may not match the geometric shape of the swinging gear wheel slot so that the axle / post is allowed to move freely, towards one end of the swinging gear wheel slot determined by the direction of the gravitational forces acting on the gear wheel 906. The swinging gear wheel slot 906c may or may not have a swinging gear wheel slot spring 906d (e.g. a compression spring) that biases the swinging gear wheel 906 towards the pre-swing (vertical) position. Like the pendulum swing arm 905, the swinging gear wheel in the swinging gear wheel slot 906c moves to one end of the trolley, determined by the gravitational forces acting on it when the trolley is travelling on an angled plane. The curvature (radius) of the swinging gear wheel slot 906c allows the teeth of the swinging gear wheel 906 to contact and engage with the teeth of the gear wheel 904a when the user is descending stairs or a slope, thereby slowing the wheel 904 with a similar effect to the “pendulum-like” background speed controller shown in Figs. 1A-D. In some embodiments, the gear wheel 904a may further comprise a bicycle clutch-type mechanism whereby the gear wheel only rotates in one direction, and remains passive in the opposite direction to prevent a clicking noise when ascending the stairs.

[0102] In some embodiments, as illustrated in Figs.2A, 2B, 2C, and 2D, the upper wheel(s) 903 and lower wheels 904 of the trolley may be on different sides of the trolley plate 902. As best illustrated in Fig.2D, in some embodiments the guide rail track(s) may comprise one or more than one track edges 900c running on the upper guide rail top (travelling) surface 900a, and on the lower guide rail base surface 901a or 901c along the full or partial length of the elongate rail system. In Fig.2D the guide rail tracks with track edges 900c are shown positioned on the top (travelling) surface, and one or more than one track edges 901e are shown positioned on the lower rail section. The wheels 904 may also contain rolling element(s) or a fixed cap (e.g., 904d as seen in Figs.2C and 2D) that abut the upper or lower guide rail surfaces opposite the mounting surfaces that together with the track edges, keep the upper wheel and lower wheels of the trolley within a defined position on the travelling surfaces relative to the upper and lower rail sections. The non-rolling lowerwheel end cap 904d may be a low friction material (e.g., Teflon, polished steel, or nylon) to allow it to glide smoothly on the rail surface. In some embodiments, the trolley body plate may be curved in one or more directions as best illustrated in Fig. 2D, for example, to accommodate the upper and lower wheels opposite each other on opposite sides of the trolley body plate 902. In some embodiments, the trolley body plate may be composed of two or more plates, with the plates attached together by means of bolts, nuts, screws, or welded, or other known attachments means. With only one upper wheel 903 in the embodiment as illustrated in Figs. 2A, 2B, and 2C, the trolley body plate is curved at the upper corners 902a so that the corners will not hit the top (travelling) surface of the upper guide rail when the trolley is navigating curves up or down. As mentioned for the embodiments in Figs. 1-D, the wheels 904 could be removed allowing the gear wheel(s) 904a to ride directly on a toothed (raceway) surface.

[0103] Figs. 2A-D illustrate an embodiment described herein where the trolley’s lower wheels 904 are located on the trolley’s front side, facing away from the mounting service. The lower wheels share a common lower wheel axle 904b with the gear wheels 904a (not labelled in Fig.2; see 904b in Fig.1A). Slowing of the gear wheels 904a via the “pendulum-like” background speed controller of the swinging gear wheel in the swinging gear wheel slot as already described results in slowing of the lower wheels 904 as best illustrated in Figs.2A and 2B. Alternatively, the pendulum background speed controller as shown in Figs.1A-D can be used in the embodiments of Figs.2A-D, replacing the swinging gear wheel.

[0104] In the embodiment illustrated in Figs. 2A-D the trolley only has one upper wheel 903 but may contain more than one upper wheels. The upper wheel 903 rotates freely on the axle 903a. As best illustrated in Fig.2D, the upper wheel axle 903a is attached to the trolley body 902 in any manner known in the art, with an upper wheel axle cap 903c that is attached to the upper wheel axle’s end closest to the mounting surface, and biased away from the upper wheel by a upper wheel axle spring 903b (e.g., compression spring) or other biasing material. In the event of a fall, when a force on the tether 754 pulls on the hanger 146 in a downward direction or direction away from the mounting surface, the trolley plate will tilt towards the user, or be pulled towards the user (away from the mounting surface) as a result of the upper wheel axle compression spring 903b compressing, thereby resulting in activation of one or more of the speed control system components described herein.

[0105] The speed control system is illustrated in Figs.2C and 2D comprises two ormore brake pads 908, the materials of which are previously described herein, The two or more brake pads 908 are positioned on the upper and lower front side of the trolley’s surface (opposite the mounting surface). In the event of a fall, where the user falls in a direction down, and / or away from the mounting surface, the upper wheel axle is pulled away from the rail’s mounting surface, the spring 903b compresses, bringing the upper brake pad 908 in contact with the upper guide rail surface 900b opposite the mounting surface. In some embodiments (not shown), a circular plate may be located between the upper wheel 903 and upper wheel axle spring 903b, that also revolves on the upper wheel axle 903a with stops to prevent contact with the wheel 903; this may help to prevent friction caused by the spring rubbing on the upper wheel.

[0106] In the embodiment as illustrated in Figs.2C and 2D, a lower wheel end cap 904d overlies a lower wheel circular compression spring plate 904e. The circular compression spring plate 904e biases the end cap 904d away from the lower wheel 904 and towards the lower guide rail surface 901b (opposite the mounting surface). The material that biases the end cap 904d away from the lower wheel 904 may be a circular compression spring plate, rubber, or other suitable biasing or shock absorbing material known in the art. In the event of a fall, the trolley’s lower body may be pulled toward the lower guide rail surface opposite the mounting surface, causing the biasing or shock absorbing material (e.g., circular compression spring plate) 904e to compress, bringing the brake pad 908 in contact with the lower rail surface 901b opposite the mounting surface. Contact of the brake pads against the upper and / or lower rail sections results in fiction, thereby slowing the movement of the trolley along the elongate rail system.

[0107] In some embodiments, the fall control systems shown in Figs.1 and 2 may comprise one or more than one centrifugal brake 927 as illustrated in Figure 2A-B (but not illustrated in Figures 1 or Figures 2C-D). The centrifugal brake is connected to the axle(s) of one or more rolling elements 904a, such that the centrifugal brake(s) function as a speed controller, possibly negating the need for the brake pads 908, the biasing mechanism 903a- c, and track edge 900c. In this embodiment, the brake pads 908 may be exchanged for very low friction material (i.e. Teflon or slippery polyethylene) to allow the trolley to glide smoothly along the inner surface of 900b and 901b as it is pulled along the rail.

[0108] In some embodiments, the fall control systems shown in Figs.1 and 2 may comprise an additional wheel attachment assembly (see Fig. 2E and 2F) that allows the wheel(s) 903 (or 904) to independently (and passively) turn right or left in the direction ofthe arrows in Fig.2F. This might allow the trolley 880 to better navigate curves right or left in a horizontal plane. As shown in Figs.2E and 2F, the wheel 903 (or 904) by way of the wheel’s axle 903a is attached to a short vertical support axle 903d which sits in a top and bottom vertical axle support housing 903e; the top and bottom support housings may or may not be joined together. The short vertical support axle 903d is allowed to rotate in the vertical axle support housings 903e which allows the wheel to rotate right or left in the directions of the arrows as best seen in a top view of the upper wheel and axle in Fig. 2E. These short vertical support axles may be biased, for example, compression spring loaded to return the wheel(s) 903 (or 904) more quickly to a neutral position when the trolley 880 is traveling on a straight part of the guide rail 900 and 901. Nylon bushings or other durable, low friction material known in the art may be used between the surfaces of the short vertical support axle 903d and the vertical support axle housing 903e which may allow for highly repetitive, low friction pivoting movements for longer life. Limits may be set on how far the wheels 903 (or 904) can turn right or left by adjusting the width of the trolley body plate slot through which the wheel’s axle 903a traverses (the width of the trolley support plate slot is represented by the boundary of the two trolley slot edges 902c). The wheel assembly 903, 903a, 903e, and 903d shown in Figs.2E and 2E that allows the wheel(s) 903 (or 904) to turn right or left may also be used in any of the other embodiments described herein.

[0109] FIGS. 3A and 3B show a fall control system comprising an alternative background speed control system where the background speed control system comprises a “balancer” device, such as an Auto Belay device or similar device known in the art, that is attached to the trolley. Balancers (e.g., Hubbell™ Tool Balancers) use springs and sometimes pneumatic air mechanisms to create a zero-gravity movement of tools or materials. Auto Belay devices (e.g., Trueblue™ Auto Belay) are designed for use in rock- climbing to take up the slack on the climbing rope as the user ascends. If the user falls, the Auto Belay device automatically catches the climber and slowly lowers them to the ground. In Auto Belay devices that incorporate spring and Eddy-Current braking mechanisms, the tension or resistance is mostly proportional to the velocity of a user’s descent, and less related to a user’s weight, making the weight of the user much less of a factor. For the purposes of discussion the term “balancer” will also refer to an Auto Belay device or similar device known in the art.

[0110] In contrast to balancers used for tools and rock climbing, in the embodiment shown in Figs.3A and 3B the balancer (background speed controller) 925 operates in mostlya horizontal or sloped plane. The plane of operation is less than 55° and for a typical staircase would be between 18° to 38°. The balancer 925 may be connected to the trolley’s attachment point 925a via a flexible connector 925b. The flexible connector may be a band, belt, tape, rope, cord, string, ribbon, cable, cord, chain or any other suitable connector or linkage known in the art. The band 925b may have elastic properties. The balancer may have an adjustable mechanism to increase or decrease tension on the band depending on the weight of the trolley and / or the weight of the user. The band may wrap around the balancer’s spring- loaded rotating wheel 925d, by a mechanism known in the art. The band tension may be adjusted based on the trolley’s weight and friction within the guide rail system in the travelling orientation.

[0111] For the balancer 925 to operate mostly in the horizontal plane, one or more background balancer band guide wheel(s) 925c, or cylinders on wheel axle(s), or alternatively, low friction static guide bars / posts, may help guide the band around corners or curves so that the band does not touch the traveling surfaces of the guide rail. The guide wheels 925c may be installed into the wall 801, or into the guide rail itself. Alternatively, the guide wheels 925c might be positioned on the traveling surfaces that allow both the band 925b and wheel(s) (e.g., 904) to smoothly glide over them, preventing pressure points that could damage the band. In the embodiment illustrated in Figs. 3A and 3B, there are two band guide wheels 925c, one located on the top surface of the rail, near the underside of the balancer and the other positioned at the first curve in the rail.

[0112] In alternative embodiments, the balancer may be positioned at other areas of the rail. For example, the balancer may be located instead at the very end of the rail with the balancer’s opening in line with the rail’s end (with the balancer’s flexible band entering the rail system parallel rather than perpendicular) which may eliminate the need for a guide wheel or post near the entry site into the guide rail system. In this arrangement, the resilient bumper 111 would incorporate an opening whereby the balancer’s flexible band could pass through, or around, the resilient bumper to connect to the trolley.

[0113] Since the balancer may exert a constant or near constant force on the trolley to pull it up the stairs, it is envisioned that when the user reached the landing at the top of the stairs that the balancer might pull the user off-balance when the trolley (with or without an attached moving pad) jerked forward because the forces necessary to pull the trolley would be less on a horizontal surface (e.g. stair landing) than on a sloped surface (e.g. stairs). Therefore, in some embodiments the fall control system may comprise means to i) limit thebalancer’s effectiveness on the horizontal surface, and / or ii) to limit the balancer’s effectiveness to only the sloped surface. For example, to limit the balancer’s effectiveness on the horizontal surface the fall control system may comprise one or more than one linear springs or spring-loaded braking plates into the horizontal rail section (above the stair landing) that would contact the trolley and bias it away from the balancer, whereby the balancer’s force pulling the trolley would be similar to the force of the spring(s) biasing it away from the balancer. To limit the balancer’s effectiveness to only the sloped surface, in one non-limiting example a rubber stop may be affixed at a set point to the proximal segment of the balancer’s band, cable, such that when the trolley reached the top of the stair landing, the cable or band would not continue to retract into the balancer. In this embodiment, as the trolley advances closer to the balancer, the excess (limp) section of cable or band may loop around or rest upon an additional one or more than one background balancer band guide wheel(s) or cylinder(s) or static low friction post(s) 925c and / or one or more than one band guide wheels or cylinders on the trolley (not illustrated) so that the excess section of band or cable does not become caught in the rail raceway or trolley wheels. Alternatively, in some embodiments the trolley may contain a spring-loaded pulley that pulls in the cable or band slack and winds it around the pulley. When the user switches directions, to descend the stairs, the excess cable or band would unwind. In some embodiments, a combination of the above options i) and ii) could be employed.

[0114] The embodiments with a balancer discussed herein can be used on a level or sloped surfaces. As shown in Fig.3A, the user wearing a vest or belt 930 is attached to the trolley’s hanger 146 via a tether 754. An alternative trolley can be used such as that depicted in Fig.5 A-C and 5F-K where the hanger is not positioned at the side of the rail, but rather below the rail. As the user ascends the sloped surface with the trolley in a traveling orientation, the balancer takes up the slack in the band and assists in pulling the trolley toward the balancer. When the user ascends the stairs, the forward movement of the trolley 880 is balanced by the resistance provided by the tether 754 positioned between the trolley and the user, and upward force generated by the balancer (e.g., via a component of the balancer that provides “pre-tension”) thereby keeping the trolley in an optimal position above the user so that in the event of a fall, the user has less chance of swinging forward or backward. Conversely, when the user descends a sloped surface, the balancer provides resistance on the trolley via the band, keeping the trolley from moving forward of the user. An advantage of the contemplated background balancer speed controller is that the guiderail does not need to be custom installed according to the height of one user, but instead can be installed at a higher position on the wall to incorporate users of varying heights which may be useful in commercial settings (e.g., rehabilitation training centers).

[0115] In the embodiments illustrated in Figs.3A and 3B, the point of attachment of the band to the trolley 925a is at a level that is either above or below that of the band guide wheel(s) 925c. As best shown in Fig.3B, this permits the trolley to pass over the guide wheels, or guide post, without the guide(s) contacting the trolley.

[0116] In some embodiments, a resilient bumper 111 comprised of a shock absorbing spring, piston, custom adjustable-size foam, or other known material, or combination of the above, may be installed at either end of the elongate rail system to cushion impact when the trolley reaches the end of the rail system. The shock-absorbing material may have a hole or cut-out in the lower center to allow any debris accumulated on the track to be pushed safely away by wipers 706 and 706a (e.g. see Figs.1A-C, 2A, 2C). Additionally, a tether / moving pad combination 942 (shown in Figs.7A-B) may be attached to the trolley 880 to help protect the user from injuries from striking the wall 801 and handrail 80. A trolley lock 45 (e.g., combination lock) affixed to the trolley, or the rail, may be incorporated to lock the trolley in a storage position, e.g. to secure the trolley when not in use.

[0117] As shown in Fig. 3B, the fall control system may further comprise a speed controller that is activated when the trolley is in a falling orientation (similar to the speed controller discussed and illustrated in Figs.1C and 1D). In the event of a fall, the trolley 880 is slowed by friction of the trolley’s brake pads 908 on the upper 900b and lower 901b sections of the rail. Alternatively or in addition, a speed controller similar to that shown and discussed in Figs.5F-I may be used. In a falling orientation the trolley plate moves from a first position to a second position due to movement of the rolling elements 122 (wheels) toward the retainers, resulting in the trolley body plate contacting the guide rail’s surfaces, 210m, providing additional surface(s) of contact and hence additional friction to help slow the trolley.

[0118] FIGS. 3C and 3D show a fall control system similar to Figs. 3A and 3B comprising a counterweight as an alternative to a “balancer” device. The counterweight forces provided by the contemplated embodiments might be more, the same, or less than the forces needed to pull the combined weight of the trolley and any tether / moving pad combination (see Figs. 7A-B) up the stairs. In Fig. 3C, the background speed controllerdevice counter-balances the weight of the trolley 880 (e.g., the force needed to advance the trolley up the stairs in the travelling direction) on the guide rail 210. This is accomplished by means of a background balancer band or belt 925b (e.g., band, belt, rope, chain, or cable) or other material known in the art) that may pass over or through one or more band guide wheels 925c. The belt is attached to the trolley at both ends, and revolves around a smaller passive or active pulley wheel 925j at the bottom of the stairs, and a larger spring loaded pulley wheel or spring-dampener 925f located at the top of the stairs. The pulleys may be a cogged design pulley or other design known in the art. The tension provided by the upper pulley wheel on the trolley with or without an attached moving pad(s) decreases the forces needed to pull the trolley up the stairs. The pulley wheels 925j and 925f may have a smooth or toothed or other kind of travelling surface for the band. An optional speed controller centrifugal brake 927 (which may be analogous to a car seat belt) can be attached to the large pulley wheel, or separate from the pulley wheel, to cause a braking mechanism on the belt (and thereby the trolley) in a falling orientation. For example, the speed controller (brake) is activated when the user falls quickly forward down the stairs, accelerating the band, and activating the centrifugal brake. The guide wheels may be positioned inside or outside the rail system.

[0119] In Fig. 3D, the background speed controller device counter-balances the trolley weight (with or without an attached moving pad(s)) with a counter-weight 925h, analogous to a counter-weight used in elevators. The background balancer band 925b (e.g., band, belt, rope, chain, or cable) is attached to the leading (upstairs) trolley end and may pass over or through one or more band guide wheels 925c to wind around a series of pulleys 925j with a pulley plate 925g attached to the center of the pulley’s to which is attached a counterweight 925h. It is envisioned that more than one arrangement of pulleys may be used in the counterweight compartment 925i to achieve the same objective of counterbalancing the weight of the trolley. By decreasing the weight of the trolley partially or fully, the user can more easily pull the trolley up the stairs. As in the embodiment depicted in Fig.3C, an optional speed controller centrifugal brake 927 (which may be analogous to a car seat belt) can be added to the system to cause a braking mechanism on the belt, rope, chain (and thereby the trolley) in a falling orientation.

[0120] In Fig. 3E, the background speed controller device counter-balances the trolley weight (with or without an attached moving pad(s)) with a counter-weight 925h located above the rail (alternatively below the rail), moving mostly parallel to the rail. Thecounter-weight may have wheels, or rest atop or under a cart with wheels 881, riding on the bottom or top (as illustrated (i.e. Unistrut trolley)) of a second elongate guide rail 211. Alternatively, the counter-weight might glide on rollers or be suspended by other means known in the art to decrease friction, as it moves in concert with the trolley 880. Somewhat similar to the embodiment illustrated in Fig.3C, the background balancer band 925b (e.g., band, belt, rope, chain, or cable) is attached to the leading (upstairs) trolley end and may pass over or through one or more band guide wheels 925c to wind around one or more pulleys 925f. The band 925b may be located inside the elongate guide rail 210 as illustrated, or outside (i.e. below) the guide rail. By decreasing the weight of the trolley partially or fully, the user can more easily pull the trolley up the stairs. The counterweight may be heavier than the trolley, causing the trolley to lead the user as they ascend the stairs, and lag the user as they descend the stairs; advantages to such are described herein. As in the embodiment depicted in Fig. 3C, an optional speed controller such as a centrifugal brake 927, or permanent magnetic hysteresis brake (i.e. eddy current brake) that produces a drag torque, or similar braking device known in the art, can be added to the system to cause a braking mechanism on the belt, rope, chain (and thereby the trolley) in a falling orientation.

[0121] As illustrated in Fig.3E-F, an optional safety brake 928 may be included in any of the embodiments depicted in Figs. 3A-E. The safety brake may be comprised of metal, rubber, plastic, or other material, or a combination of the above, and may contain brake pads. As a non-limiting depiction (as illustrated in the end view in Fig.3F), a T-shaped safety brake 928 that pivots with respect to the trolley 880, is attached to the trolley, and rests atop the background balancer band 925b, with the safety brake orientated in such a way on an angled belt piece 929 so that the safety brake does not contact the inner wall surfaces of the elongate guide rail 210 when the balancer band is taut; however, in the situation of the balancer band breaking at any point, the balancer band would become slack, and drop down, causing the safety brake to adopt a level (non-angled) orientation, causing friction between the two ends of the “T” with the rail’s inner wall surfaces, thereby slowing the trolley. The T-shaped safety brake may be of different shape (i.e. rectangular or semi- circle) and may be biased toward the rail’s bottom surface by a biasing mechanism known in the art. Alternatively, the safety brake of any shape may contact the rail’s bottom surface 901c causing friction, or a snagging or hooking action on a raised section of the rail, resulting in slowing. Alternatively, a centrifugal brake 927 (as illustrated in Figs.2A-B) can be added to one or more of the trolley’s wheels, acting as a “safety brake” should thebalancer band break or malfunction. When the trolley illustrated in Fig. 3E reaches the landing, the counterweight 925h may reach the bottom of the guide rail 211 and no longer acts as a counterweight. Slack will develop in the balancer band as the trolley 880 nears the pulley(s) and the band will drop down. To prevent the safety brake from contacting the rails inner surfaces in this rail section, part or all of the rail can be widened in this section such that the safety brake, in a level orientation, does not contact the rail’s inner surfaces. As the trolley progresses on the landing toward the rail’s end, the option exists to collect the extra balancer band slack, and possibly part or all of the safety brake, in a recessed section of the rail 210n.

[0122] FIGS. 4A and 4B show a fall control system comprising an alternative background speed control system and speed control system where the trolley body 880 encapsulates a section of an extruded elongate guide rail 210.

[0123] In the embodiment shown in Fig. 4A, the trolley’s front facing surface contains a hanger 146 for fastening to a carabiner or other attachment mechanism (e.g., a tether / moving pad combination with tether (see Figs.7A-B)). In the travelling orientation, the trolley 880 travels along the guide rail 210 on multiple rolling elements 122, which may include, but are not limited to, train wheels, heavy duty ball transfers, flying saucer ball transfers (e.g., Hudson Hauler or Hudson Super Mover, from Hudson Bearings), castor bearing, a roller-bearing, a needle bearing, cylindrical roller, roller ball bearing, deformable or non-deformable wheel, and the like. In this embodiment, the fall control system comprises one or more than one background speed controller(s) comprising an eddy current brake speed control system as best depicted in Fig.4A that may limit the maximum speed of the trolley to the walking speed of the user. A linear conductive “fin” 560b attached to the guide rail rides in a narrow linear channel in the trolley’s body bordered by one or more than one magnets 560a. The magnets 560a might be comprised of one or more than one size and type of magnet of the same or opposite polarity, in contact with each other or separated from each other in separate compartments.

[0124] In addition to the braking provided by the background speed controller in the travelling orientation e.g. when the walking speed is greater than zero, the embodiment described herein also contains a speed controller that is activated when the trolley is in a falling orientation. One or more brake pads 908 are securely attached to the trolley body by a screw, bolt, clip, glue or other manner known in the art.

[0125] The described embodiment’s speed controller also comprises one or morethan one trolley rolling elements 122 that roll along the elongated rail’s upper surface 210e as depicted in Figs.4A-B. The rolling elements are biased toward the rail’s upper edge by a spring (e.g., wave spring or compression spring) 903b. In the trolley’s falling orientation, when the user falls directly down, forward, backwards, or a combination of such, the force of the tether, tether-like attachment, or carabiner pulling down on the hanger 146 pulls the trolley down in a plane parallel to the guide rail’s front surface. The fluidity (movement) of the trolley 880 within the elongate rail system is achieved by one or more of the rolling elements 122 depressing on the rails upper surface 210e, allowing one or more than one brake pads 908 to contact the rail’s upper surface, resulting in friction that slows the trolley and hence the user’s forward or backward speed.

[0126] In the embodiment described herein, the top surface of the trolley 880a and guide rail 210e may be angled towards, or alternatively, away from the front (or user) to assist in keeping debris and water from resting on the surfaces. A flexible, semi-flexible, or spring-mounted sweeper 706 as depicted in the frontal view Fig. 4B may be included to keep debris off the upper guide rail surface to prevent it getting stuck between the trolley and guide rail. The sweeper 706 may be flexible, or spring mounted, to allow the trolley to move down in a plane parallel to the guide rail’s front surface when in the falling orientation. The base of the elongate guide rail (orientated away from the user) and the lower trolley channel (accommodating the conductive fin 560b) could contain small diameter vertical or angled holes (not illustrated) to allow accumulated water to drain towards the floor and not pool along the top of the rail or in the trolley’s channel.

[0127] In some embodiments, the trolley body may have concave surfaces in the planes parallel to the guide rail so as to accommodate travelling around corners and curves. The trolley’s linear eddy current brake spanning most or all of the trolley’s width could not easily negotiate corners (curving right or left in a horizontal plane).

[0128] In some embodiments where the trolley is required to negotiate corners (e.g. curving right or left in a horizontal plane), the conductive “fin” 560b may be removed from the guide rail body corner section to allow the trolley to travel around the corner. Alternatively, the fins may be retractable. To make up for the loss of the background speed controller on corners, sinusoidal wave “speed bumps” or similar methods restricting movement could be added to the guide rail’s upper surface contacting or not contacting the brake pads 908 and / or rolling elements 122, thereby slowing the trolley around corners. Similar speedbumps or other methods to restrict movement can be used when negotiatingcurves up or down in the vertical direction. The height of the fin on some or all corner sections may also be varied to prevent contact with the trolley.

[0129] FIGS.4C and 4D show a similar fall control system to Figs.4A and 4B with an alternative background speed controller and speed controller which may better accommodate tighter curves in a guide rail (e.g., for use in a small bathroom / shower area). To accomplish this, the trolley’s height to width ratio is maximized as depicted in Figs.4C and 4D (best appreciated in the fontal (face) view Fig. 4D). Also, the trolley body 880 is positioned farther away from the elongate guide rail via convex and / or concave trolley body surfaces to allow for unhindered movement around corners (compare Figs.4A with 4C).

[0130] In some embodiments, more than one background eddy current brake speed controller is used with two or more than two conductive “fins” 560b (e.g. aluminum or copper). As best illustrated in the cross-sectional end view Fig.4C, the horizontal fins 560b run parallel to the elongate guide rail 210. The fins could be an extension of the guide rail 210 as depicted in Fig.4C, or they could be affixed directly to the wall. As discussed above, the fins may be removed from corners, or retractable to better enable the trolley to negotiate corners without striking the fins. Alternatively, an additional fin, two fins or more than two fins may be fixed above the elongate guide rail. The “magnet” 560a might be comprised of one or more than one size and type of magnets of the same or opposite polarity, in contact with each other or separated from each other in separate compartments. In some embodiments, the rolling elements 122 may be arranged differently from that displayed in Figs.4C and 4D. For example, the rolling element riding on the guide rail’s upper surface 210e may be moved to ride on the guide rail’s upper “neck” located closer to the wall.

[0131] In the embodiments shown in Figs.4A-D, the speed controller is comprised of a brake arm plate 722 riding in a slot in the trolley 880, moving in a plane perpendicular to the elongate guide rail. Attached to the brake arm plate is a hanger 146, to which is attached the tether, tether-like attachment, or carabiner. The speed controller also comprises one or more than one brake pad(s) 908 attached to the upper end of the brake arm plate, the brakes pads of material previously discussed herein. The brake arm plate with brake pad is biased away from the top of the guide rail 210e by a spring 730 (e.g., compression spring or wave spring) or other biasing material known in the art. In a falling orientation, forces pulling down on the hanger depress the biasing material, allowing the brake arm plate to slide down in the trolley slot, thereby bringing into contact the brake pad with the top of the elongate guide rail, causing friction between the brake pad and rail that substantially slowsthe forward or backward speed of the user. Rollers, or low friction material (e.g., nylon) or other materials known in the art can be used to decrease friction between the brake arm plate and the trolley, thereby allowing for better fluidity of brake arm plate movement in the event of a fall.

[0132] FIGS. 5A-K show alternative embodiments of a fall control system comprising a background speed controller and speed controller. In the embodiments shown in Figs.5A-K, the user is attached to the lower surface of the trolley extension arm 912c by a tether or tether-like attachment with the other end connected to a harness / vest (e.g. as shown in Figs.6-7). Attachment methods include attaching a tether or tether-like attachment in a manner that partially or fully encapsulates the trolley extension arm lower end 912c, or attaches with a carabiner or other device known in the art to the extension arm opening 912b, or a combination of both. In some embodiments, a hanger 146, as illustrated in Fig. 6D, may be affixed to the trolley extension arm lower end.

[0133] In contrast to the previously described embodiments, the embodiments in Figs.5A-K comprise an elongate rectangular or square rail 210 that encapsulates the trolley body 880. In alternative embodiments (not shown), the shape of rail encapsulating the trolley can be circular, oval, hexagonal, or other suitable shape.

[0134] In the embodiment shown in Figs.5A and 5B, the trolley 880 travels inside the elongate guide rail in a travelling orientation. The trolley 880 comprises two or more than two spring loaded lower trolley wheels 917a (or other rolling or sliding elements known in the art and discussed herein such as cylinders or deformable wheels) which travel on the lower guide rail surface 210f and further comprises multiple rolling elements 122 or wheels 903 that travel along the other inner surfaces of the elongate rail such as the guide rail side facing the user 210j, guide rail side facing the wall 210k, and the upper guide rail 210e. Alternatively, the one or more than one rolling elements 122 depicted in FIGS.5A and 5B can be replaced with one or more than one guide rail abutments, such as the lower guide rail abutment 901f in Fig.5A. For example, the abutment 901f may negate the need for a rolling element 122 on the lower section of the trolley (opposite the lower rolling element 122 illustrated). For example, while there are two rolling elements on the upper section of the trolley, it is possible to have only one rolling element in the lower section because of the abutment. The guide rail abutments 901f may be placed on any surface of the guide rail to limit the trolley’s horizontal or vertical movement inside the elongate guide rail and / or to promote fluid movement of the trolley inside the elongate rail by minimizing contactbetween the trolley and rail.

[0135] In the embodiment shown in Figs. 5A and 5B, the background speed controller comprises a background eddy current brake speed controller with a conductive “fin” 560b projecting from the guide rail surface 210e and a magnet or magnets 560a. In alternative embodiments, the fall control system may comprise two or more fins projecting from the guide rail surface 210e (or another guide rail surface). As best illustrated in the cross-sectional end view Fig. 5A, the vertical fin 560b runs perpendicular to the elongate guide rail 210. The fin can be an extension of the guide rail upper surface 210e, or can be affixed to the guide rail surface by a suitable means known in the art. As described for previous embodiments, the fin(s) 560b can be removed from corners, or the fins can be retractable to better enable the trolley to negotiate corners without striking the fins. In alternative embodiments, the fins may be horizontal fins and attached to the side of the rail such as depicted in Figs. 5H-K. The magnet 560a may be comprised of one or more than one size and type of magnets of the same or opposite polarity, in contact with each other or separated from each other in separate compartments. As in other embodiments described herein, the background eddy current brake limits the speed of the trolley (and hence the user attached) in the direction of travel, parallel to the guide rail.

[0136] The fall control system of Figs.5A and 5B comprises a speed control system comprised of a trolley extension arm 912, two spring loaded lower trolley wheels 917a, and brake pads 908. The spring loaded lower wheel springs 917c, lower trolley wheel 917a and braking pads are shown in Fig.5B. The brake pads 908 may be arranged in any geometric shape and configuration inside the trolley, symmetrical, or non-symmetrical. In contrast to other embodiments described herein and illustrated in Figs. 1-4, the trolley extension arm 912 supported by an extension arm support base 912a projects from the trolley through an opening in the lower guide rail surface 210f in a plane parallel or substantially parallel to the wall. In alternative embodiments, the trolley extension arm 912 may project through an opening in the guide rail 210j similar to Figs. 1-4. In some embodiments, the trolley extension arm 912 may be configured to bend or curve towards or away from the wall. In some embodiments, the trolley extension arm 912 may be fixed (immovable) to the trolley extension support base 912a, or may rotate about the support base, biased or unbiased to a neutral position (perpendicular to the guide rail) by means of one or more than one trolley extension arm biasing members (e.g. springs) 912d. In some embodiments, the trolley extension arm might be limited in movement in a plane parallel to the wall by stop posts911 as shown in Fig.5B.

[0137] In a falling orientation, forces pulling down on the trolley extension arm are greater than the forces required to compress the biasing members of the spring-loaded lower trolley wheels, thereby lowering the trolley inside the rail system. The trolley’s lower surface 880b (Fig.5B) may be flat or convex (curving away from the lower rail surface) so as to navigate guide rail curves in the plane of the wall without the trolley’s undersurface 880b striking the guide rail. Brake pads 908 of any substance known in the art (as discussed herein) contact the lower guide rail surface 210f, causing friction that limits movement of the trolley (and hence the user) in a travelling orientation, in some cases decreasing the trolley’s speed to 0 m / s or about 0 m / s. Alternative to a brake pad, a deformable wheel, off center wheel, or sinusoidal “speed bump”, or other surface irregularity on the trolley can contact the lower guide rail resulting in friction that slows the forward or backward trolley movement. As in other embodiments described herein, the fall control system may comprise sweepers 706 to clear debris away from the lower guide rail inner surface. For minor rail maintenance / cleaning a T-shaped brush that matches the contour of the guide rail’s lower surface, may be used to push debris out the rail’s lower surface opening or toward the end of the rail.

[0138] The embodiment shown in Figs. 5A and 5B also comprises an optional second background speed controller referred to herein as a “stabilizing brake” or “second background speed controller”. The purpose of the “stabilizing brake” is to hinder movement of the trolley in a travelling orientation when little or no force is applied to the trolley extension arm 912. This would prevent the trolley from passively travelling down the rail angled parallel to a stairway (e.g., ahead of a user travelling down the stairs) or limit forward or backward movement of the trolley in a horizontal rail system (parallel to the floor) after the user has stopped moving. As a non-limiting depiction of the second background speed controller, as shown in Fig. 5B the stabilizing brake comprises an octagon shaped wheel 920a (with wheel support system comprising a wheel axle and biasing member) attached to the trolley extension arm 912. In alternative embodiments, the stabilizing brake may be a wheel 920a of any shape (e.g., including but not limited to round, oval, hexagon, or triangle). The wheel 920a may be an on center or off-center wheel. In alternative embodiments, the “stabilizing brake” may comprise one or more than one brake pads. The stabilizing brake wheel 920a may function in conjunction with a trolley extension arm 912 that does or does not pivot about the extension arm support base 912a. In the embodiment shown in Figs.5Aand 5B, the stabilizing brake wheel 920a is biased toward the guide rail’s lower surface by a biasing member 920b. When there is little or no force pulling on the braking arm lower surface in planes parallel to the guide rail, the wheel contacts the lower guide rail surface, resisting forward or back movement of the trolley. When a force acting on the trolley extension arm parallel to the guide rail is more than the force required to overcome the biasing members (if any) 912a and 920b, the stabilizing brake is moved away from the lower guide rail surface 210f, partially or fully decreasing the stabilizing forces acting on the trolley by the stabilizing background brake.

[0139] Fig. 5C shows a fall control system similar to Figs. 5A and 5B except comprising an alternative speed controller. As depicted in the cross-sectional (end) view in Fig. 5C, the speed controller is comprised of a trolley body extension arm 912, a trolley body extension arm support channel 913, a support channel biasing member 913a, and a brake pad 908. The brake pad 908 may be of any shape and material known in the art as discussed herein (e.g., rubber, ceramic brake pad) and is attached to the trolley extension arm upper section 912e by a brake pad upper plate 908a (or alternatively no separate interface) by a means known in the art. The brake pad shape can be customized to allow for one or more than one guide rail abutments 901f. As a non-limiting depiction of the speed controller as depicted in Fig.5C, the trolley extension arm support base rests inside two or more than two support channels 913. The force of the biasing member 913a keeps the brake pad 908 from contacting the guide rail’s lower surface 210f in the travelling orientation. In the falling orientation, a force pulling down on the trolley extension arm 912 that is greater than the force from the speed controller biasing members 913a causes the support base (and hence the trolley extension arm) to be displaced downwards. Contact of the brake pad 908 with the guide rail’s lower surface 210f results in friction which slows the trolley in the guide rail system to potentially 0 m / s or about 0 m / s. The trolley body may come to a complete stop. Fig. 5C also shows optional stop posts 911 which limit the downward displacement of the trolley extension arm support base. The trolley extension arm 912 may or may not rotate around the support base 912a biased to a neutral position by the biasing member 912d. The shape of the brake pad(s) may be shaped to function with the trolley extension arm perpendicular to the rail, or at another angle relative to the rail.

[0140] An embodiment of a fall control system comprising an alternate speed controller is shown in Fig.5D and 5E. As best depicted in the frontal (side) view Fig.5E, the speed controller is comprised of a trolley extension arm 912 (upper T section 912f, lowersection 912c), a trolley extension arm support base 912a, a support base biasing member 912g, brake pad(s) 908, and brake pad upper plate 908a. In the cross-sectional (end) view Fig.5D, the lower wheels 923 and lower rolling elements 122 have been removed from the diagram for ease of illustration. The trolley extension arm, support base, and brake pad upper plate, may be composed of solid or semi-flexible materials, including but not limited to a suitable metal, aluminum, stainless steel, steel, Flexor®, copper, nickel, tungsten, zinc, iron, tin, titanium, nichrome, an alloy, or rubber, or a resilient polymeric material or other material known in the art.

[0141] As shown in the embodiment in Fig.5E, a Teflon liner or “bushing” or other low resistance material known in the art is located between the extension arm upper T- section 912f and the biasing material 912g, or between the upper T-section and the top of the extension arm support base 912a, or between the extension arm and the inner support base (e.g., the channel 912h) to allow for smoother movement of the extension arm through the support base channel when the trolley is in a falling orientation. The brake pad(s) 908 and brake pad upper plate 908a are affixed to the trolley extension arm 912, under the extension arm support base 912a, by one or more bolts, screws, locking pins, or welding, or other means known in the art. In some embodiments, the brake pad upper plate with brake pad(s) could also be partially or fully mounted to the top section of the extension arm 912f.

[0142] In the embodiment illustrated in Fig.5D and FIG.5E, the trolley extension arm upper T-section 912f is biased away from the extension arm support base 912a by a biasing member 912g (e.g., compression or wave spring). The extension arm passes through a channel 912h in the support base 912a, and travels through a slot in the rail base 210f. The brake pad(s) and brake pad(s) upper plate are affixed to the extension arm. When the user is attached to the trolley extension arm lower section 912c in the travelling orientation, the brake pad(s) do not contact the guide rail base 210f. In the falling orientation, a downward force on the trolley extension arm (e.g., 20, 30 or 50 lb force or more dictated by the biasing member qualities) greater than the support base biasing member force causes the extension arm to move down in the channel, causing the brake pad(s) to contact the rail base, resulting in friction which substantially slows forward or backward movement of the trolley to potentially 0 m / s, or about 0 m / s. It will be appreciated that the biasing material must be at least strong enough to prevent significant downward deflection of the extension arm with contact of the brake pad(s) with the guide rail base caused by the weight of the moving pad / tether combination attached to the lower section of the extension arm in the travellingorientation (c.f. Fig.7).) When using deformable rubber brake pads contacting the rail base, the maximum downward deflection of the trolley extension arm is defined by the distance between the lower edge of the upper T-section 912f and the upper edge of the support base 912a. The extension arm upper T-section 912f may or may not fully contact the support base 912a in the falling orientation. An advantage of full contact of the extension arm upper T- section with the base is that the downward forces are more evenly distributed over all the trolley wheels 923 riding on the rail base, and not just on the brake pads. One advantage to using deformable rubber for part or all of the brake pad(s) is that minimal wear of the brake pad surface over time would not prevent contact of the brake pad(s) with the rail base surface 210f. When the user stands up, forces on the pressure on the extension control arm, the extension control arm upper T-section returns to its resting position from off the support base, disengaging the brake pad(s) from off the rail base, allowing for more fluid movement in the forward or backward direction of travel. Some advantages of the embodiment shown in Figs.5D and 5E employing a central speed controller are that the whole trolley does not move up and down within the rail system. This helps to prevent wear on the rolling elements 122, more even contact of the brake pad surfaces with the rail base, less trolley flex, and more even weight distribution of the trolley on the rail. Subsequently, there is less chance of the fin 560b inadvertently contacting the magnets 560a in the background magnetic speed controller.

[0143] In some embodiments, the biasing or shock absorbing material 912g may be a spring, deformable rubber, foam, leaf spring, wave spring, coils, or other suitable material known in the art. In some embodiments, the extension arm upper T-section 912f might be flat (e.g., T-shaped) or might be concave or cupped shaped, whereby the base might sit partially or fully inside in a bowl shaped, or other shaped, deformable rubber biasing material in a similar shaped depression in the support base to allow for more even contact with the biasing material. In various embodiments, the extension arm 912 may be round, square, rectangular, or other suitable shape. In some embodiments, the extension arm support base channel 912h may be straight or curved, might be round or rectangular (slotted) or other shape. In a non-limiting example, the lower edges of the support base channel are rounded off or angled away from the extension arm to help prevent the extension arm from binding in the channel when the direction of downward force on the trolley extension arm is not completely perpendicular to the trolley (e.g., fall on stairs).

[0144] An alternate speed controller, or secondary speed controller that may be usedin combination with the embodiments described herein (not illustrated in Fig. 5), may comprise a trolley extension arm made of two or more than two elongate segments where one segment telescopes on the other, allowing movement and therefore downward displacement of the lower section relative to the upper section. A brake pad may be attached to the extension arm lower section just above the trolley opening. A biasing member (e.g., spring), located on the extension arm, biases the lower extension arm segment away from the lower guide rail surface. A force pulling down on the extension arm greater than the extension arm lower section biasing member force would cause downward displacement of the extension arm and hence the attached brake pad; this results in contact and friction between the brake pad and guide rail, slowing forward or backward movement of the trolley to potentially 0 m / s, or about 0 m / s.

[0145] An alternative fall control system embodiment is shown in Figs. 5F-I. In contrast to the one or two section elongate rail depicted in Figs. 1-2 and the elongate rectangular rail depicted in Figs.5A-E, the elongate rail in Figs.5F-I illustrates a rail design where the rail base opening is not in the middle of the rail base, but farthest away from the wall as best illustrated in the cross-section (end) view Fig. 5F. The trolley extension arm 912 has a post 912k that rests in a channel / slot 902h in the trolley plate 902. The extension arm extends down through the rail base opening with the lower section of the extension arm connected directly to the user, or to the user via a tether / moving pad combination (see Figs. 7A-D). One advantage of the trolley rail configuration as depicted in Figs. 5F-I is that almost all the downward force on the extension arm 912 in a falling orientation is ultimately transmitted through the trolley’s brake pad 908 contacting the rail surface closest to the wall; to a lessor extent, the weight of the user is also transmitted through the trolley plate 902 and one, two, or more than two lower wheels 923 that travel along the rail base 210f closest to the wall. This allows more of the weight on the rail to be better supported below by one or more than one bracket(s) 801a as best illustrated in Fig. 5F, which could allow a heavier user to utilize the system for a given thickness of elongate guide rail. Another advantage of the embodiment of Figs.5F-I is the background eddy current (magnetic) brake “fin” is on one side of the rail, rather than the top of the rail as depicted in Figs.5A-E. An advantage to having the fin horizontal, rather than vertical, is that the rail containing the background magnetic brake can better accommodate variations in the wall where section(s) of the wall might be concave or convex, causing attached rail sections to curve away, or into, the wall. For example, minor to moderate variations in the wall structure would not cause the magnetsto inadvertently hit the fin when the fin is horizontal.

[0146] In the embodiment depicted in Figs. 5F-I, the background magnetic speed controller is comprised of magnets 560a that create one or more than one channels 560c for one or more than one “fins” 560b. The action and method of the background magnetic speed controller is previously described herein. The trolley rides along the inside of the rail system on one or more than one lower wheels 923, one or more than one upper wheels 903, and one or more than one variably arranged rolling elements 122 as previously described herein. In some embodiments as shown in Fig.5I, the trolley may not contain upper wheels. Optional rail abutments 901f and an optional lower wheel end caps / bumpers 904d as shown in Figs. 5F-I may help to maintain the trolley a maximum distance from the sides of the rail.

[0147] The embodiments shown in Figs. 5F-I comprise a speed controller comprising a trolley extension arm 912, with extension arm post 912k that passes through the trolley plate 902 in a trolley plate slot / channel 902h as best depicted in the trolley back view Fig.5H (facing the user) to connect with the upper T section 912f and brake pad upper plate 908a. The components described above can be of any solid or semi-flexible material as previously discussed herein (e.g., Flexor® steel). The post 912k with matching channel can be square, rectangular, round, or other geometric shape. The brake pad(s) 908 of material previously discussed herein are attached by a means known in the art to brake pad upper plate 908a. The extension arm post 912j is depicted in the front view Fig.5G (facing the wall) by dashed lines. The speed controller is further comprised of one or more than one biasing members 912g (of material previously discussed herein (e.g., compression springs or wave springs)) that biases the upper T section (and hence the brake pad upper plate and brake pads) away from the rail base surface 210f. One or more than one extension arm support bracket(s) 912i as best depicted in Fig.5G limits movement of the extension arm in a plain perpendicular and parallel to the trolley plate, but allows the control arm to slide down in a falling orientation and up in a “recovery” position. The bracket might be partially or fully comprised of low friction material (e.g., nylon) or incorporate bushings to allow for the extension arm to smoothly move up and down in the support bracket. The upper T section, brake pad(s), brake pad upper plate, biasing members, and extension arm support bracket are not illustrated in the cross-sectional (end) view Fig.5F for clarity of illustration.

[0148] In a non-limiting depiction of the embodiment of Figs. 5F-I, the user is attached to the lower end of the extension arm 912 by a means previously discussed herein. In the falling orientation, a downward force on the extension arm is greater than the forceof the biasing members 912g (e.g., 20, 30, 50, 60, 80 lbs), causing the extension arm post 912k to be displaced downward in the channel 902h, causing the upper T section 912f and brake pad upper plate 908a with brake pad(s) 908 to make contact with the rail’s lower surface 210f. The biasing members 912g rest on support ledges 912m attached to, or part of, the trolley base. Contact of the brake pad(s) with the rail’s surface causes friction, slowing the speed of the trolley within the rail to potentially 0 m / s, or about 0 m / s. When the downward force on the extension arm 912 decreases to less than the force exerted by the biasing members, the brake pad(s) lift off the rail surface, disengaging the speed controller. In alternative embodiments, a different arrangement of components may be used that would allow the brake pad(s) to contact the rail side surface 210k instead of the rail base.

[0149] For any of the embodiments describe herein, it might be useful to keep track of the number of fall events that the system would have over months or years, e.g. for warranty, repair or replacement reasons. For example, full activation of one or more speed controllers in the falling orientation may activate a counter that is viewable on a side, end, top, or base of the trolley. For a non-limiting description of such a device, displacement of the trolley, or trolley extension arm, would press against a pin in a counter which would add 1 to the number. For example, as shown in FIG.5G, a tamper-resistant counter device 948 (known in the art) is attached to one side of the trolley plate 902 by a means known in the art. As a non-limiting example, an extending ledge 912f from the extension arm 912, is positioned above the counter post 948a. In a falling orientation, when the extension arm is pulled down, the extension ledge 912j contacts the spring-loaded post 948a causing it to add a whole number to the counter up to, or higher than, 9999 that never rolls over to zero. An advantage to having the counter mounted on the trolley plate side just above the rail base opening, is that the number of fall events displayed on the counter’s bottom can be viewed through the rail opening, making it unnecessary to remove the trolley from the rail system to view the counter. A counter device described above could be useful in a commercial setting and may be used to set a product warranty so that after “x” number of falls, the unit needs to be replaced.

[0150] The embodiment depicted in Fig.5I represents an alternative arrangement of components, including the addition of trolley body outer protection plates 922. In the embodiment shown in Fig.5I, the trolley does not contain upper wheels 903. Instead, two or four or more rolling elements 122, biased toward the inner rail side plates 210k and 210j by springs or other methods known in the art, keep the trolley body riding smoothly withinthe rail system on the rolling elements. As a non-limiting example, the rolling elements 122 could be spring loaded nylon or steel transfer balls. The outer top, and outer upper sides of the trolley body are partially or fully covered by trolley body outer protection plates 922. The outer protection plates may be composed of any suitable material known in the art, that would not significantly damage the rail material when contact was made. For example, the protection plates may be composed of steel, rubber, plastic, nylon, polyurethane, aluminum, Kevlar, or other material known in the art. In the travelling orientation, the rolling elements bias the trolley body away from inner rail surfaces. In the falling orientation, forces acting on the trolley that overcome the forces exerted by the rolling elements biased toward the rail, cause the trolley’s protective plates to make contact with the inner rail surface(s) 201m. This includes forces that would push the top section of the trolley against the rail’s inner top surface. The protective plates serve to protect the magnets and other trolley components, and when contact is made with the rail, provide friction, causing the trolley to slow. In this way, the protective plates may act as an additional speed control mechanism. The opposite side of the trolley resembles Fig.5H without the biasing members 908c.

[0151] Fig.5I also depicts an alternative arrangement of biasing members (912g in place of 908c) and extension arm upper T-section 912f when compared to Fig.5H. In Fig. 5I, the biasing members 912g and the upper T-section 912f are on the trolley side farthest away from the wall (closest to the user). The biasing members bias the trolley extension arm upper T-section (and hence the brake pad 908) away from lower rail surface 210f. If the trolley extension arm 912 was designed to rotate, then optional biasing members 912g (e.g., compression or wave springs) between the T-section and a trolley body ledge, could further help to bias the extension arm 912 to a neutral position when rotational forces were acting on the extension arm 912. As in other embodiments discussed herein, stabilizing wheels 921 attached to the trolley body via supports 921a may provide stability to the trolley for forces on the extension arm away from or towards the wall (in a plane perpendicular to the wall.) .

[0152] An alternate speed controller, or secondary speed controller which may be used in combination with any of the embodiments described herein, is depicted in the cross- sectional (end) views Figs. 5J and 5K. The secondary speed controller is analogous to a bicycle disc brake braking mechanism where the “disc” is represented by the fin 560b. As depicted in Fig.5J, the fin brake speed controller 926 is comprised of one or more than one fin, two, or more than two fin brake caliper arms 926a that pivot at caliper arm pivot points926b, two or more than two brake pads 908, biasing members 926c and 926d, and a channel created between the trolley extension arm upper T-section 912f and support base 912a. The brake pads attach to the caliper arm ends closest to the fin and are composed of materials discussed herein, such as a deformable material or of multiple semi-flexible materials. One or more optional caliper arm extension spring 926c may bias the brake pad away from the fin(s) in the trolley’s travelling orientation. As shown in Figs. 5J and 5K, the trolley extension arm 912 (on the trolley extension arm support base 912a) may have an upper T- section 912f and the space between the “T” section and the support base 912a provides a channel for the caliper arms to rest, as best depicted in Fig.5J. Criss-crossing (or alternate arrangement of) brake pad extension springs 926d are positioned between the brake pads 908 and the top of the extension arm T-section 912f. In a travelling orientation (e.g., resting state) there are minimal or no forces through the extension springs. In the falling orientation, through methods previously discussed herein (e.g., Fig. 5C), the trolley extension arm is displaced downward in the direction of travel represented by the arrow “A” in Fig. 5J. Downward displacement of the trolley extension arm causes the T-section (described above) to contact the lower caliper arms causing the calipers to rotate about the pivot points, bringing into contact the brake pads 908 with the fin 560b as depicted in Fig. 5K. This contact results in friction between the brake pads and the fin(s), slowing the trolley to potentially 0 m / s, or about 0 m / s. In the embodiment shown in Figs.5J and 5K, the forces applied by contact of the T-section with the caliper control arms, and the forces exerted by lengthening the extension springs 926d are greater than the forces exerted by lengthening of the brake pad extension springs 926c. Optional stop posts 911 may limit the downward displacement of the trolley extension arm, thereby limiting the forces through the brake pads to a near constant, irrespective of the user’s weight. The brake pad extension springs 926d in the falling orientation bias the brake pads towards the fin in the falling orientation. This is advantageous as brake pad wear might decrease contact between the brake pad and the fin if stop posts 911 limited downward displacement of the trolley extension arm. The same or different types of biasing members (e.g., elastic materials, or compression, extension, rotational, or torsion springs) in different arrangements could assist to move the brake pads towards or away from the fin in the fin brake speed controller. For a non-limiting example, a torsion (coil, spiral) spring could be used at the pivot points 926b to bias the calliper arms (and hence the brake pads) towards the fin. The force of such a spring would be less than the biasing member 913a that keeps the trolley extension arm upper T-section in a travelling(non-fall) orientation. As discussed for previous embodiments, it will be appreciated that the fin for the fin brake speed controller may be located on any inner surface, at any angle, to the elongate guide rail. The fin for the fin brake speed controller shown in Figs.5J and 5K may be the same fin used for the background magnetic brake (eddy current brake) (depicted in Figs.5A-C) or may be a separate fin. In one example embodiment, the fin brake speed controller is positioned in the center of the trolley body, sharing the same fin with two sections of the magnetic background brake that flank the fin brake speed controller in the trolley body. In such an embodiment, the fin brake speed controller components should be comprised of non-ferromagnetic material (e.g., 316 stainless steel).

[0153] In the embodiments shown in Figs. 4-5, the potential exists for the trolley extension arm to be displaced (or sway) in a plane away or towards the wall due to a greater degree of displacement of one independent biasing member (e.g., 917c, 914 or 913a) compared to the independent biasing member on the opposite side of the trolley from forces acting on the extension arm towards or away from the wall. To minimize movement of the trolley extension arm in the plane away or towards the wall, different options exist. For example, the distance between the extension arm and guide rail opening could be minimized; stabilizing bars somewhat similar to a car (also known as anti-sway or anti-roll bars) could be added; the rolling elements 122 could be directly attached to the trolley extension arm sides, or the outer brake pad surface, so that the trolley extension arm cannot be displaced towards the sides of the guide rail; and / or one or more than one set of stop posts (or stop channels) 911 as shown in Fig.5B could be positioned on the trolley in a manner that limits the lateral (sideways) displacement of the trolley extension arm; or a combination thereof. Use of some or all of these options would still allow for downward displacement of the trolley body (Figs.5A and 5B) and downward displacement of the trolley extension arm relative to the trolley (Fig.5C). in the falling orientation activating the speed controller(s).

[0154] In a variation of the embodiments shown in Figs.5A-K, the guide rail system could be mounted to the ceiling, rather than the wall, in a manner known in the art, for example, using screws, bolts, brackets, etc. In a travelling orientation in such an embodiment, the trolley travels in the rail. An optional extension arm stabilizing wheel / post 912l (shown in Fig.5E) resting or riding in the opening of the rail base 210f would promote stability of the extension arm (and trolley) in a travelling or falling orientation. For example, the stabilizing wheel / post 912l would be of sufficient height to maintain a position at least partially between the lower rail base opening edges in a falling orientation even when thebiasing member 912g was fully compressed. For added stability, one or more than one trolley stabilizing wheel / bumper(s) 921 of materials known in the art, attached to the trolley body via supports 921a, could be used to ride between the lower rail base opening edges as depicted in Figs.5E and FIG.5F.

[0155] Some non-limiting advantages of the fall control systems described herein, in particular the fall control systems shown in Figs.5A-K include: 1) Guide rail opening at lower end: there is less chance of tampering with the trolley / rail system or of dust or foreign objects entering the system; less chance of the user’s fingers or hair getting stuck; the tether attachment below the trolley reduces trolley tilt in the travelling and / or falling orientation and therefore reduces risk of the fin striking the magnets. 2) Guide rail opening offset at lower end: forces acting on the trolley during a fall event are shifted to the wall side of the guide rail which is better supported; allows for a smaller outer rail thickness to handle greater weight; 3) Conductive fins extending from the inner surface of the guide rail (e.g. horizontal) allow for variance in the wall (e.g. convex and concave); mounting the guide rail sections to such irregular surfaces will not cause the fins to hit the magnets; allows for a thinner air gap between the fins and magnets, increasing the braking power; 4) The one or more speed controllers can bring the trolley to a complete stop; 5) Stabilizing wheels 921: provide support in forces towards and away from the wall; decrease the forces acting on the trolley body housing the magnets, reducing the risk of damage; fewer rolling elements 122 are needed; and 6) Protection plates 922: with biased rolling elements reduce the forces through the rolling elements reducing the chances of damage to the rolling elements.

[0156] FIGS. 6A-C and FIG. 7C depict vests 930 for tether attachment. The embodiment shown in Figs. 6A-C may be favoured for single users using the fall control system (e.g., unsupervised such as in private residence), whereas the embodiment depicted in Fig. 7C may be favoured for commercial use with assistants (e.g., therapists, nurses) aiding the user.

[0157] In the vest embodiments shown in Figs.6A-C, the core vest body 930a may resemble that of a waterski-type jacket with foam padding known in the art, with flexible side panels 930q to allow for vest girth adjustments for users of differing body sizes. One or more vest straps (or bands) 930L partially encircle the vest, loosely held in position on the vest by vertical place holders 930t (Fig.6B) through which the straps pass. Strap lengthadjustors 930m allow for customized strap length to fit the user’s body. A crotch strap 930n (Fig. 6B) attached to the vest at one or more than one locations 930o contains a buckle system 930p which may be a plastic side release buckle known in the art. The crotch strap travels between the user’s legs to buckle into the vest front to prevent the vest from coming over the user’s head in the event of a fall. Alternative to a crotch strap, or in addition to a crotch strap, the vest may have one or more one strap that comes under the buttocks, similar to a seat strap on a playground swing. The vest 930 contains additional safety features such as a neck roll 930b, similar to that worn by football players to minimize neck injuries. Vest attachments 930e and 930f allow for optional placement of protective shoulder pads 935 and hip pads 936 known in the art, such as those used in the sports of hockey, football, or stand alone pads / padding used to prevent hip injuries in the elderly. The vest attachments 930e and 930f may be, but are not limited to, a hook and loop fastener (e.g., Velcro®), magnets, button fasteners, turn button fasteners, push button fasteners, press snap fasteners, spring loaded clips, snaps, magnets, or a similar attachment known in the art. The large “X”s in the illustrations represent non-limiting areas of re-enforced stitching. In Figs.6A-C, the fall control system also comprises a shock absorber 931 and strap and fastener locking system for the vest and tether system 932.

[0158] In the fall control systems described herein, the tether is positioned between the trolley for example at the hanger 146 (Fig. 1C) or 912b (Fig. 5B) and may connect to the vest (harness) at one or more points, such as the ring(s) 930h for the tether fastener (Fig. 6B), or to the locking connector 932a which is inserted into the strap and fastener locking system 932 (Figs.6A and 6C). The purpose of the strap and fastener locking system shown in FIGS.6A and 6C is to securely connect the user wearing the vest to the tether (and hence the trolley), and to securely hold the vest sides together around the user. The vest may contain an off center opening 930r in the front or side that may curve around the strap and fastener locking system as illustrated.

[0159] The locking system contains one or more than one attachment to the trolley, and one or more than one attachment to the vest. In the embodiment illustrated in Figs.6A- C, the locking system is connected at the vest at 930g to prevent upward movement of the locking system in the event of a fall. The locking system may contain a side strap connection plate 932d with one or more openings 932e (Fig.6C) for the vest straps 930s. The locking system illustrated may contain a locking connector 932a on the opposite side that also accepts the vest straps 930s. The locking mechanism illustrated with 932a into the body932d may be analogous to a seat belt locking mechanism used in cars, airplanes, parachute gear, or other functions. The locking connector 932a remains attached to the main body of the locking system by a locking connector end 932f (Fig.6C) until the release mechanism 932g is activated. The release mechanism functions as an emergency release mechanism if the user cannot detach from the fall control system in any other way. The release mechanism should allow for the locking connector to detach from the locking system even under high degrees of tether tension (force), for example in the event of a fall where the user is still attached to the trolley but unable to stand up. This release mechanism can be a button, switch, lever, latch, or similar mechanism known in the art. The locking connector 932a is attached to the tether system via a carabiner or other fastener 750 to 931a with the locking connector 932a also held in the locking system body by a locking connector end 932f that remains attached until the release mechanism is activated. The release mechanism may be hidden by a spring-loaded plate 932h (that protects the release mechanism) which can be flipped up to reveal the release mechanism, so that the mechanism is not prematurely activated. The locking mechanism as featured is advantageous as it has only one locking mechanism to connect both sides of the vest and allows for pre-adjustment of the strap length to allow the user to easily attach and detach the vest connection at one point. The locking connector and side strap connection plate may allow for one or more straps from the vest, for example 1, 2, 3, 4, or more straps.

[0160] In the fall control systems described herein, the tether 754 may have padding 754a that partially surrounds the tether to protect the user from neck injuries in the event of a fall. The fall control systems may further comprise a shock-absorber 931 which may be a spring (e.g., porch swing spring), hydraulic piston / rod, elasticized cord or belt, flexible cord or belt, or a combination thereof or other elasticized or shock-absorbing material. For the purposes of the present description, the shock-absorber 931 and attachment ring 931a will be considered an extension of the tether system. Alternatively, instead of a shock absorber 931, the tether 754 can have elastic properties and act as a shock-absorber. The shock absorber may support a user weighing at least 600 lbs (or less) in the event of a fall. In the event of a fall, the shock-absorber may cushion (or soften) the user’s fall to help prevent injuries. The vest and locking system may be configured to bias the shock-absorber and tether to one or the other shoulder to function like a car seat belt. In the event of a fall, the tether positioned over the anterior shoulder region would help prevent forward motion of the user’s body.

[0161] The solid, flexible, or semi-flexible tether guides 930d and shock-absorber guides 930c may be made of any suitable material, including, but not limited to high density open or closed foam, rubber, molded plastic, aluminum, fiberglass, metal, or polymeric material. The guides may be positioned on both sides of the vest and bias the tether and shock-absorber against one side of the vest at a time (closest to the rails mounting surface). The guides may bias the tether and shock-absorber on one side of the vest (body) by suitable means such as, but not limited to, a hook and loop fastener (e.g., Velcro®), magnets, button fasteners, turn button fasteners, push button fasteners, press snap fasteners, spring loaded clips, snaps, magnets, pressure casing, or a similar attachment known in the art. The guides are designed so that in the event of a fall, high forces transmitted along the tether and shock- absorber bodies would not damage the guides, and may function to release the tether and shock-absorber under high forces. An optional locking connector mini-post 932b (Fig.6C) may help prevent the tether fastener (e.g., carabiner) from sliding to the other side when the tether is under high tension in the event of a fall. Alternatively, instead of a mini-post 932b, a notch in either or both corners of the locking connector can partially bias the tether fastener to one side or the other while the tether is under tension. With the tether, shock absorber, and tether fastener biased toward one side of the body, this increases the likelihood that the user’s upper body will tilt or lean away from the wall helping to prevent head injuries. When the tether is under low or no tension, for example, when the user is switching travelling directions, the user can manually move the tether with shock absorber from off the guides to the other side by sliding the carabiner under the mini-post to the opposite side of the locking connector. One benefit of the vest and locking system discussed herein is that it allows the user to switch travelling directions without having to remove the vest or detach and reattach the tether fastener to the locking system. In this manner, the tether remains in an optimal position against the user’s body for a wall-mounted fall control system, regardless of the direction of travel.

[0162] The embodiment discussed above also has an advantage of allowing the user to put on and remove the vest and attach and detach the tether independently without any assistance. In commercial or residential settings, it may be advantageous to have a health professional, friend, or family member attach the user to the fall control system using the tether 754, vest 930 and locking system 932. However, instead of attaching the tether to the front of the vest, it may be advantageous to attach the tether to the rear of the vest at one or more points 930h (see Fig.6B). It may also be advantageous to have one or more than onetransfer (grip) handles 930j attached to the vest by attachments 930k in the rear, side, or front of the vest to allow assistance by another person to guide or help hold up the user while ambulating.

[0163] A backup safety connection may be used to prevent injuries due to accidental or premature release of the strap and fastener locking system 932, particularly at the point of attachment between the tether fastener 750 and the locking connector 932a. For example, two backup safety connections are shown in Fig.6C. In the first backup connection 933, a solid or semi-flexible belt, strap, plate, chain, cable, band, made of a sturdy material is connected to the locking system 932 at 933a and may partially or fully overlie the spring- load plate 932h. The first backup safety connection comprises a fastener (e.g., carabiner) 750 that attaches to a locking connector holder 932c on the locking connector 932a. An advantage of the configuration illustrated in Fig. 6C is that the spring-loaded plate 932h cannot be flipped up to reveal the release mechanism until the fastener is removed from 932c. Since the first backup safety connection is not under tension, even in the event of a fall the user can easily remove the fastener from the holder 932c to then activate the release mechanism. The 2ndbackup safety connection 934 is comprised of a solid or semi-flexible band, plate, chain, cord, cable or similar connector with posts 934a at both ends, with one end held in a safety connection post housing 934c, and the other end in the connector holder 932c. The post system may be biased toward the body of the locking system by a safety connection post spring 934b or other suitable biasing material. The connection of the post 934a with the connector housing 932c may include a backing that helps hold the post more securely. One or more of the backup safely connections can be used with the locking system described herein. The strap and fastener locking system 932 with the backup safety connections can also be positioned on the rear side of the vest to help health professionals, assistants, or family members to release the user more easily from the fall control system to sit, for example, in a chair, or wheelchair, even under high degrees of tether tension when the user cannot stand back up.

[0164] FIGS 6D-F show a tether support system 940 that provides a solid or semi- flexible support for the adjustable length flexible tether to allow users of different heights to use the fall control system described in various parts of this specification, irrespective of the installed rail height. Non-limiting examples are shown in Fig. 3A. The tether support system comprises a tether support base 940a attached to the trolley, for example, to the hanger 146 at attachment(s) 940b. The tether support system further comprises a tethersupport extension 940c that contains tabs 940e that help hold the tether 754 in a position adjacent to the tether support extension.

[0165] As best viewed in Fig.6D, the tether support base 940a may fit over top of the hanger 146, allowing the attachment point for the carabiner 750 to be accessible. The tether support base has one or more than one attachment point(s) 940b to the hanger 146 that are temporary and may be dislodged in the event of a fall to prevent damage to the tether support system. The tether support base may be attached to the hanger via a hook and loop fastener (e.g., Velcro®), magnets, button fasteners, turn button fasteners, push button fasteners, press snap fasteners, spring loaded clips or a similar attachment known in the art. The tether support extension may be adjustable (e.g., telescopic sections as shown in Fig. 6D) based on the user’s height and is made of a solid or semi-flexible material such as metal, plastic, fiberglass, rubber, polymeric material or other suitable material known in the art. The tether is held in position on the support extension 940c by one or more than one tabs 940e that may be made of the same material(s) as the extension pieces. The tabs are semi- flexible and may overlap (as shown in Fig.6F) or have a small gap to allow the tether to be positioned under the tabs adjacent to the support extension. The tabs may be flexible enough to allow the tether to come free of the tabs in the event of a fall without damage to the tabs or the support extension. The extension support is attached to the tether support base at 940d which may or may not allow for rotation about a pivot point (or might only allow for rotation under high forces such as in a falling orientation). If rotation is allowed, the extension support may be biased vertically by any of the means listed above in the support base attachments, keeping the support extension vertical in a traveling orientation, but allowing the support extension to rotate in a falling orientation. The tether support system allows full or near full tension through the tether in the event of a fall without damage to the tether support system. To prevent damage to the tether support system and / or injury to the user, semi-flexible rather than solid materials may be preferred.

[0166] Fig. 6E shows the bottom section of the tether support system where a support extension preformed curve 940f allows for a more vertical alignment of the tether support system between the trolley and the user so that the trolley remains mainly above the user in the travelling direction. Potentially, the tether support system could be used with a custom set rail height close to the user’s shoulder height where the extension support rotates right or left, more or less than 90 degrees, from a vertical position to always keep the trolley behind the user when travelling on a level or slopped service. This may be particularlydesired when the user is descending a sloped surface.

[0167] The risk of harness suspension injuries exists for unsupervised or poorly supervised users of fall control systems who are completely suspended for extended time periods by their harness / vest (sometimes as short as ten minutes). For example, an individual who loses consciousness (e.g., stroke, seizure) could not put weight through their legs, or detach themselves from the fall control system. It is theorized that in complete suspension, harness suspension injuries might occur when support vest / harness thigh straps impede the circulation of fluids from the lower extremities to the mid and upper body. To eliminate the risk of harness suspension trauma for unsupervised or poorly supervised users wearing the vest / harness thigh straps, some embodiments (not shown) may comprise a mechanism that slowly lowers the individual to the floor, after activation of the speed controller. For example, a “mini auto belay” may be used comprising a pneumatic dampened, fluid dampened, spring dampened, “G-limiter” (magnetic) dampened enclosed disc (or other dampening device known in the art) around which is wrapped a band, cable, rope, or other material known in the art. For a non-limiting example, the enclosed disc might contained a nylon band, wrapped around a non-ferromagnetic conductive disc rotating perpendicularly through a magnetic field that would slowly unwind, allowing the user to slowly reach the floor in 4 minutes or less. The “mini auto belay” device might function somewhat similar to an auto belay device described herein. In various embodiments, the “mini auto belay” could be placed at different locations between the user and trolley hanger 146 or trolley extension arm lower end 912c. For example, referring to Fig.6A, the mini auto belay device (enclosed disc or other shape) could be positioned between the carabiner 750 and the shock absorber attachment ring 931a. For users not wearing the vest / harness thigh straps, suspension trauma may not be an issue. In some embodiments, the tether may comprise a velocity dependent locking mechanism, such as similar to an automobile seat belt. For example, a velocity dependent seat belt like tether attachment would allow the user to slowly lower themselves to the floor, or walk past a stopped trolley farther up onto a stair landing, but would lock in a falling orientation, preventing the user from hitting the floor hard.

[0168] In alternative embodiments, an auto belay device at the top or end of the guide rail may be used as discussed herein. For example, the auto belay device may comprise a band, cable, belt or other material known in the art that passes through one or more pulleys or low friction material in the trolley to attach directly to the trolley hanger or trolley extension arm lower end. In the falling orientation, the attachment point (i.e. hanger 146)would detach from the trolley and slowly lower the user to the floor. In this instance, the detachable hanger or other trolley attachment location could be held temporarily in place by a magnet, snap, Velcro, or similar attachment mechanism known in the art until there was a fall event. In the event of a fall, the user would not be completely suspended in the air, but rather would be slowly lowered to the floor avoiding a harness suspension injury; this would allow the user to more easily detach from the fall control system. In some embodiments, the fall control system may comprise a remote battery powered device such as a Life Alert device so that upon activation of a set length of the mini auto belay unit, an emergency contact is alerted.

[0169] FIGS. 7A-D show an embodiment of a fall control system comprising a tether / moving pad combination. In some embodiments, the trolley extension arm 912 may have an extension arm lower end 912c or in alternative embodiments, a hanger 146 may be attached to the trolley extension arm 912, and a separate tether / moving pad combination upper mount 942a of any geometric shape may be attached into or onto the extension arm 912. In some embodiments, the upper mount 942a may contain an upper ledge (not illustrated) that is wider than the upper mount to help limit movement of the tether / moving pad tether base 942b and / or the moving pad shock absorbing elements 942j when there are torsional forces acting on the tether / moving pad combination (e.g., in a plane parallel to the rail.) The tether moving pad combination may wrap partially or fully around the combination upper mount as best shown in Fig.7B. The tether / moving pad combination 942 comprises a tether / moving pad combination upper mount 942a, carabiner 750, tether base 942b temporarily or permanently attached to a tether 942c containing a strip of attachment rings (rings 942d) covered by attachment ring covers 942e. In some embodiments, the tether base 942b may extend the entire length of the tether 942c. In some embodiments, the tether base 942b may be one or more than one section, and can be temporarily (e.g. VelcroTM, clips, magnets) or permanently attached to the moving pad shock absorbing material 942j and / or fabric covering such, and / or tether 942c. Reinforced stitching 940g on the tether holds in place the D ring attached to the carabiner. The shock absorbing material 942j (e.g., foam covered by a wipeable fabric that could be sanitized) helps prevent injuries to the user from hitting the wall or handrail. The tether / moving pad base 942b may be composed of a flexible or semi-flexible material (e.g., ballistic nylon, or rubber) or other material known in the art, or a non-flexible material (e.g., steel) or other material known in the art. An advantage of a flexible material is less chance of injury to the user (and the rest of the pad)in the event of a fall. The tether 942c containing one or more rings, may be of any solid, flexible, or semi-flexible material known in the art, such as rubber or nylon webbing. In some embodiments, the tether 942c may be a channel with an adjustable height D-ring or other ring that allows a user or assistant to move the ring up or down a ladder of slots to match the user’s height. In some embodiments, the tether 942c may incorporate a vertical cable to which can be attached rings or other attachment points for the carabiner. The tether 942c may be temporarily or permanently attached to the tether base 942b by a means known in the art. In a non-limiting example, the tether is attached to the tether base by means of one or more rivets 942l and / or a bidirectional torsion spring 942k that would resist rotation of the tether on the tether base. In the embodiment depicted in Fig.7B, the tether base 942b may be a hard rubber, similar to a thick car tire with cords or belts for reinforcement, that when placed on each side of the / moving pad combination upper mount 942a resists rotational movements in a plane parallel to the rail (e.g., the direction of travel). In use, the user moving forwards or backwards in a travelling orientation pulls the tether / moving pad combination and trolley as a unit, keeping the tether / moving pad combination mostly or fully under the trolley, not allowing the tether / moving pad combination to swing forward or backwards in a travelling orientation on level surfaces. If materials that are flexible or semi- flexible in one plane but less so in another plane are used for the shock absorber, backing, and tether base, then the tether / moving pad could move away or towards the wall, but not easily move (or rotate) in a plane parallel to the rail. In a falling orientation, the forces acting on the tether / moving pad combination may temporarily deform or twist the reinforced tether, tether base, and moving pad in multiple planes, yet not damage the components in the process. When the user continued in the travelling orientation, the rubber and other flexible and semi-flexible components would return to their original configuration. Alternatively, the front, back, or edge of the pad may be directly fastened to the trolley body via attachments 942p as depicted in Fig.7A, whereby the attachments may comprise hooks, rings, carabiners, or other fasteners known in the art to attachment point(s) on the trolley such as a hole, ring, or other mechanical fastening elements such as inside the larger opening of an R-shaped cotter pin. The trolley / pad attachments may incorporate a break-away mechanism (i.e. R-shaped cotter pin) whereby the pad is pulled off the trolley in the event of excessive downward forces (i.e. greater than 100 lbs) to prevent damage to the pad.

[0170] Tether / moving pad combination slots 942g provide openings for the user’s hand to access the handrail. The slots 942g may comprise a removable closure, such as aflap or insert that folds or slides to provide access the slot openings 942g. For example, a padded flap may cover the slot (held up in place by the back of the user’s hand) to protect the user from striking the handrail in the event of a fall forward or backward. Alternatively, the padded flap may be moved up, down, or sideways to be held temporarily in place on the moving pad by Velcro (hook and loop closure) or other means known in the art. The tether / moving pad combination may have reinforced backing 942f (as best depicted in the cross-sectional end view of the tether / moving pads combination Fig.7D) on the back of the pad to help protect the pad and guide the tether / moving pad combination more smoothly over the handrail. In some embodiments, an optional fold line 942h with optional handle (not illustrated) allows the pad to be folded for transport away from the system when not in use (advantageous in unsupervised areas in commercial settings). For level surface (non- stair) use, a carriage 942i, mounted to the bottom (front or back) of the tether / moving pad combination, containing one or more wheels, may be added to help reduce the weight of the pad.

[0171] An advantage of the tether / moving pad combination described herein is that it allows the fall control system to be used by individuals of different heights, including but not limited to, individuals between 4 foot 8 and six foot 8 in height. A strip of variably spaced rings 942d (e.g., D rings) (or channel with an adjustable height D-ring on a ladder of slots or other adjustable height mechanism known in the art) allow the user or an assistant to attach the user via a tether 754 (Fig. 7C) to the closest ring on the tether / moving pad combination (at or above the level of the users shoulders) corresponding to the user’s height. In embodiments where the tether / moving pad combination is connected to the trolley at a hanger 146, the hanger 146 may be instead attached to the side of the trolley (e.g., Figs.1- 3) or the hanger might be a part of the trolley extension arm lower section 912c (e.g., Figs. 5A-C) or attached directly to the extension arm 912 as seen in Fig.7B. Individually padded ring covers 942e cover the rings not in use to help prevent hair or other body parts from getting caught in the rings. Since the tether distance between the user and tether / moving pad attachment ring will usually be significantly shorter than the distance between the user and the hanger 146 if attached directly to the side of the trolley (e.g., Figs 5A-C) or extension arm attachment point 912b (Fig. 5G) , the user maintains a position closer to the pad’s center; thus, a narrower pad can be used. For very tall individuals, the tether 754 may be directed connected to the hanger 146. Furthermore, a bicycle helmet may be used to help protect the user from head injuries against the hanger, trolley, or rail. In some embodiments,a flap may overlay the hanger 146 to prevent injuries against such. In some embodiments, the outside rail may also be padded.

[0172] The tether / moving pad upper mount 942a can be comprised of solid, relatively inflexible materials know in the art (e.g., steel, dense plastic, or composites), or flexible or semi-flexible materials known in the art (e.g. rubber, ballistic nylon, polyaramid (Kevlar) fiber), or a combination of both. In some embodiments, the tether / moving pad combination upper mount 942a may be attached to the extension arm 912 with a slot for the hanger 146. In some embodiments, for added safety, tether base 942b, tether 942c, and shock absorbing material 942j would not cover the top edge or ledge of the combination mount 942a and there would be no attachment to the combination upper mount (this is an alternative to the design in Fig. 6D). This feature would prevent the tether / moving pad combination from staying attached to the combination upper mount 942c or trolley extension arm 912 or hanger 146 without connection by the carabiner. This would prevent a user or assistant from placing the tether / moving pad combination onto the trolley extension arm lower section or combination upper mount or hanger and forgetting to affix the carabiner.

[0173] In the embodiments discussed herein, the option exists to use a spring or similar semi-flexible material known in the art to maintain the tether and tether base in a line perpendicular to the rail when in a travelling orientation. Part or all of the upper mount 942a, and / or part of the tether base 942b can be attached into or around a spring or similar semiflexible material (not illustrated) that would attach at the other end into or around the tether or the same or different section of tether base. In some embodiments, the spring may be an extension or compression spring (e.g., porch swing spring, or rectangular compression spring), that would attach at each end to one or more than one sections of the combination upper mount, tether, or tether base, so that in the travelling orientation the tether base and tether would remain perpendicular to the plane of the rail (maintained by the spring’s rigidity), but still allow for some flexibility to prevent damage to the tether / moving pad combination components. In other embodiments used on sloped surfaces, the trolley extension arm may rotate to allow the tether / moving pad to rest horizontal or near horizontal to the floor (e.g. not parallel to the sloped rail).

[0174] In some embodiments, the shock absorbing material 942j may be permanently affixed to the tether base 942b, or temporarily attached to the base by Velcro, snaps, magnets, clips, or other means known in the art. The shock absorbing material canbe one or more than one type of foam of varying density, air filled pockets, air-filled tube, viscoelastic polymers, springs, a combination of the above, or other shock absorbing materials known in the art. The shock absorbing material may be covered by nylon, vinyl, plastic, or other tear resistant material known in the art. If the pad 942j was temporarily attached to the tether base 942b, this might prevent damage to the moving pad’s shock absorbing material by providing a breakaway mechanism of release. The shock absorbing material may also be contoured depending on the location of use (e.g., raised outer edges, or raised center section). The shock absorbing material can be a combination of different densities and / or different layers whereby the user or assistant can add additional layers of shock absorbing material (e.g., a secondary moving pad 943 in Fig.7D) that is placed over the tether / moving pad combination and secured with a fastener 943b to the primary tether / moving pad. The secondary moving pad 943 can have similar features to the primary tether / moving pad combination; for example, it can have the ability to fold in half (fold line 943c) and be carried with a handle. The secondary moving pad 943 may comprise an opening 943a so that the tether / moving pad attachments rings can be more easily accessed.

[0175] As best depicted in Fig.7D, in some embodiments, a tertiary pad moving pad 944 may be attached to the bottom (or near the bottom) of the primary tether / moving pad combination or bottom (or near the bottom) of the secondary moving pad by a tertiary moving pad fastener (e.g., Velcro, snap or other fastener known in the art). The optional tertiary moving pad can be added (or removed) to aid in adjusting the height of the tether / moving pad system, allowing the trolley and rail system to be installed at a greater or lesser height on the wall, depending on the installed handrail 80 height.

[0176] In some embodiments, an optional tether / moving pad support ledge 942n as best depicted in Fig.7D may be attached to the tether / moving pad reinforced backing 942f via a support ledge spring loaded axis that would allow the ledge to ride on top of the handrail to provide support for the tether / moving pad combination in the travelling orientation. Springs or detents or other devices known in the art may be employed to bias or keep the ledge resting on the handrail under usual forces generated in a travelling orientation, but allow the ledge to flip up or down under higher forces (e.g., in the falling orientation), or when desirable to fold the pad up underneath itself after use so that the handrail could be easily accessed by the public e.g. in commercial environments.

[0177] An alternatively designed vest is depicted in Fig.7C. This contemplated vest embodiment can have most or all of the features of the vest in Figs. 6A-C with additionalfeatures described below. A shock absorber 931 known in the art (e.g., piston, or porch swing spring) is attached to the ring 930h on the back of the vest. The shock absorber can be encased in a flexible or non-flexible material to prevent hair or clothes from getting caught in it. The shock absorber may have a safety cable attached at both ends (e.g. one cable spanning the length of the shock absorber) so that should the shock absorber break (or be stretched close to the safety limit), the user would not be at risk of falling to the floor; the maximum distance of the fall downwards in the event of shock absorber failure could be predetermined by the length of the safety cable. A warning label, color, or other means known in the art could be used to alert the user(s) of the shock absorber failure. Attached to one end of the shock absorber is a tether 754 that attaches to the rings 942d via a carabiner on the tether / moving pad combination. The tether 754 and any end attachments might incorporate a belay mechanism that would allow an assistant (e.g., nurse or therapist) to gradually lower the user to the floor if the user was unable to stand up. An excess section or length of rope, band, belt, or cable, may be necessary as part of the belay mechanism to extend the length of the tether for the user to reach a sitting position on a step, or sit in a wheelchair. The excess tether length may be tucked into or on a compartment on the back of the vest for use if needed. Alternatively, the shock absorber 931 can be attached between the ring 940h and the carabiner 750 or between the hanger 146 and the carabiner 750, or elsewhere on the tether / moving pad combination or extension arm. The vest may also incorporate a padded headrest 937, flat or with contours, somewhat similar to a car’s headrest. The headrest may be composed of a soft, flexible, shock absorbing material (e.g., elastic mesh or other flexible material) that helps keeps the user’s head and neck vertically aligned in a travelling or falling orientation. The headrest 937 may have side panels that would protect the user’s head in a fall. The padded headrest may have a solid or semi- flexible core and may be connected the top of the vest with solid or flexible attachments. In addition, when descending the stairs, the headrest helps to prevent the tether from hitting the user in the back of the head, and helps to keep the trolley with tether / moving pad combination beside / above the user, not allowing it to travel past the user in the travelling orientation. In this respect, the back surface of the headrest (facing the shock absorber) might have clips or guides to keep or guide the tether directly behind the user on level surfaces or stairs. The vest depicted in Fig.7C may further include a crotch strap, or thigh straps (not illustrated), and / or a strap which comes down below the buttocks, does not go between the legs, but wraps around, criss-crossing in front of the upper thighs similar tosome balancing harnesses used in gait assist devices known in the art.

[0178] It is contemplated that any part of any aspect or embodiment discussed in this specification can be implemented or combined with any part of any other aspect or embodiment discussed in this specification. In one non-limiting example, the gear wheel background speed controller of Figs. 1 and 2 could be combined with the embodiments shown in Figs. 4 and 5. In another non-limiting example, the designs described and illustrated in Fig.6 could be combined with the designs in Fig.7. In another non-limiting example, two or more trolleys could be connected to allow extremely heavy users (e.g., weighing more than 600lbs) to use the system more safely. In another non-limiting example, the rectangular rail design and some trolley components from Figs.5A-K could be used in conjunction with the tensioning device in Figs.3A-F.

[0179] While particular embodiments have been described in the foregoing, it is to be understood that other embodiments are possible and are intended to be included herein. It will be clear to any person skilled in the art that modification of and adjustment to the foregoing embodiments, not shown, is possible.

Claims

CLAIMS 1. A fall control system comprising: an elongate guide rail for mounting to a wall or ceiling; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling or sliding elements coupled to the body; a tether comprising a first end for attaching to the attachment end and a second end for attaching to a user; a background speed control assembly comprising: a flexible connector coupled to the trolley, the flexible connector orientated substantially parallel to and extending along a length of the elongate guide rail; and a tensioning device for applying tension to the flexible connector, wherein the tension is adjustable based on a weight of the trolley and / or the user.

2. The fall control system of claim 1, further comprising a speed control assembly comprising: a speed control track on a surface of the elongate guide rail; and a speed controller on the trolley, wherein the speed controller is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages speed controller with the elongate guide rail when a threshold force is applied to the tether attachment.

3. The fall control system of claim 1 or claim 2, wherein at least a portion of the flexible connector under tension is at an angle less than 55°, less than 45°, less than 40° or less than 38°, such as between 18° to 38°, relative to a horizontal plane.

4. The fall control system of any one of claims 1-3, wherein the tensioning device is an auto-belay device.

5. The fall control system of any one of claims 1-3, wherein the tensioning device comprises a counter weight sufficient to apply tension to the flexible connector.

6. The fall control system of any one of claims 1-5, wherein the background speed controller comprises one or more connector guide elements (925c).

7. The fall control system of any one of claims 1-6, wherein the speed control system further comprises a centrifugal brake or a permanent magnetic hysteresis brake that produces a drag torque (927) coupled to the flexible connector activated when the trolley moves from the travelling orientation to the falling orientation.

8. The fall control system of any one of the claims 1-7, wherein the flexible connector exits through an opening in the trolley to connect to the tether. The fall control system of any of the claims 9-15, wherein a safety brake connected to the trolley acts as a speed controller if the flexible connector breaks.

9. A fall control system comprising: an elongate guide rail for mounting to a wall; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling elements coupled to the body and including a first primary rolling element; a tether comprising a first end for attaching to the tether attachment end and a second end for attaching to a user; a background speed control assembly comprising: a first gear wheel coupled to, or forming, the first primary rolling element of the trolley; and a second gear wheel translationally movably coupled to the trolley body and translatable between (i) a first engaged position when the trolley is at or above adefined tilt angle and wherein the first and second gear wheels are engaged, and (ii) a second disengaged position when the trolley is below the defined tilt angle and wherein the first and second gear wheels are disengaged, and wherein the second gear wheel has a selected rolling resistance sufficient to maintain the trolley below a target speed when the trolley is at or above the defined tilt angle and tethered to the user.

10. The fall control system of claim 9, further comprising a speed control assembly comprising: a speed control track on a surface of the elongate guide rail; and a speed controller on the trolley, wherein the speed controller is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages the speed controller with the elongate guide rail when a threshold force is applied to the tether attachment end.

11. The fall control system of claim 10, wherein the trolley body is biased away from the speed control track of the elongate guide rail, wherein the speed control system moves from the disengaged position to the engaged position when a force is applied to the tether attachment end that exceeds a bias force.

12. The fall control system of claim 10, further comprising one or more secondary rolling elements coupled to the trolley body at an upper end, wherein at least one of the secondary rolling elements is biased away from the trolley body, wherein the speed control system moves from the disengaged position to the engaged position when a force is applied to the tether attachment end that exceeds a bias force.

13. The fall control system of claim 9, wherein the second gear wheel is on a pendulum arm.

14. The fall control system of claim 9, wherein the second gear wheel is movable in a gear wheel slot having an arc shape.

15. The fall control system of any one of claims 9-13, wherein the background speed controller further comprises one or more spring loaded posts and / or a stopper to restrict movement of the pendulum arm by a predetermined distance and bias the pendulum arm away from the first gear wheel when the trolley is below the defined tilt angle.

16. The fall control system of any one of claims 9-15, wherein the speed control track has a toothed surface and one or more of the primary rolling elements of the trolley are gear wheels that engage with the toothed surface of the speed control track as the trolley moves along the elongate guide rail.

17. The fall control system of any one of claims 9-16, wherein the speed controller is one or more than one centrifugal brake 927 connected to one or more than one rolling elements in the trolley.

18. A fall control system comprising: an elongate guide rail for mounting to a wall or ceiling; a trolley configured to move along the elongate guide rail, the trolley comprising a body, a tether attachment end coupled to the body, and one or more primary rolling elements coupled to the body; a tether comprising a first end for attaching to the attachment end and a second end for attaching to a user; a background speed control assembly coupled to the trolley comprising: (i) one or more conductive fin extending from the guide rail, the wall or ceiling, the one or more conductive fin being present along a predetermined length of the guide rail, wall or ceiling; and one or more magnet on the trolley for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned on the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; or (ii) one or more conductive fin extending from the trolley; and one or moremagnet on the guide rail, the wall or ceiling, the one or more magnet being present along a predetermined length of the guide rail, wall or ceiling for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned on the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; and a speed control assembly coupled to the trolley comprising: a speed control track on a surface of the elongate guide rail; and a speed controller on the trolley, wherein the speed controller is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages the speed controller with the elongate guide rail when a threshold force is applied to the tether attachment end.

19. The fall control system of claim 18, wherein the one or more conductive fin are located: (i) at a lower end of the guide rail or at a lower portion of the wall below the guide rail; (ii) at an upper end of the guide rail or an upper end of the wall above the guide rail; (iii) both (i) and (ii).

20. A fall control system comprising: an elongate guide rail for mounting to a wall or ceiling, the elongate guide rail when mounted to the wall or ceiling comprising an interior chamber and an opening to the interior chamber at a lower end of the guide rail; a trolley housed within the interior chamber of the elongate guide rail and configured to move along the elongate guide rail, the trolley comprising a body, one or moreprimary rolling or sliding elements coupled to the body on a lower side of the trolley, and a tether attachment arm extending through the opening of the guide rail; a tether comprising a first end for attaching to the tether attachment arm and a second end for attaching to a user; a background speed control assembly comprising: (i) one or more conductive fin extending from an interior surface of the interior chamber of the guide rail, from the wall or the ceiling; and one or more magnet on the trolley for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned in the interior chamber of the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; or (ii) one or more conductive fin extending from the trolley; and one or more magnet on the interior surface of the guide rail, on the wall or on the ceiling, the one or more magnet being present along a predetermined length of the guide rail, the wall or the ceiling for engaging with the one or more conductive fin to create an eddy current when the trolley is positioned on the elongate guide rail, thereby providing resistance to the trolley when moving along the elongate guide rail; and a speed control assembly coupled to the trolley comprising: a speed control track on a surface of the elongate guide rail; and a speed controller on the trolley, wherein the speed controller is movable from a travelling orientation wherein the speed control assembly is in a disengaged position, to a falling orientation wherein the speed control assembly is in an engaged position that frictionally engages the speed controller with the elongate guide rail when a threshold force is applied to the tether attachment arm.

21. The fall control system of claim 20, wherein the speed controller is a surface on thelower side of the trolley, wherein one or more primary rolling elements are biased towards a lower guide rail surface.

22. The fall control system of claim 20, wherein the speed controller is a surface of the trolley attachment arm and wherein the attachment arm is connected to a trolley extension support plate that is biased away from the lower guide rail.

23. The fall control system of claim 20, wherein the speed controller is a surface of the trolley attachment arm and the trolley attachment arm is biased away from a trolley extension support base.

24. The fall control system of claim 20, wherein the speed controller is a surface of the trolley attachment arm and the trolley attachment arm is biased away from a lower guide rail surface.

25. The fall control system of any one of claims 20-24, wherein the opening in the interior chamber at a lower end of the guide rail is offset from the central vertical axis of the trolley.

26. The fall control system of any one of claims 20-25, wherein the attachment arm is extendable.

27. The fall control system of any one of claims 20-26, further comprising a secondary background speed control system, the secondary speed control system comprising a brake wheel coupled to the hanger or an attachment arm and biased towards the lower guide rail surface, the brake wheel providing frictional resistance to the trolley when moving along the elongate guide rail.

28. The fall control system of any one of claims 1-27, wherein the speed controller comprises one or more brake pad on the trolley, wherein in the falling orientation the one or more brake pad frictionally engages with the speed control track of the elongate guide rail.

29. The fall control system of any one of claims claim 1-28, wherein the speed control track of the elongate guide rail comprises one or more brake pad.

30. The fall control system of any one of claims 1-29, wherein the elongate guide rail comprises an upper section and / or a lower section, each of the upper and lower sections for attachment to the wall independently.

31. The fall control system of any one of claims 1-30, wherein at least one of the one or more primary rolling element are on lower portion of trolley.

32. The fall control system of any one of claims 1-31, wherein the trolley comprises one or more secondary rolling elements on a lower portion, upper portion and / or side portion of the trolley.

33. The fall control system of any one of claims 1-32, wherein at least one of the one or more primary rolling element or at least one of the one or more secondary rolling element is biased towards a corresponding surface of the elongate guide rail.

34. The fall control system of claim 33, wherein the speed control assembly comprises a second speed controller on a surface of the trolley, wherein when the speed control assembly is in the engaged position, the second speed controller frictionally engages with the corresponding surface of the elongate guide rail when a threshold force is applied to the tether attachment arm that is greater than a bias force of the one or more secondary rolling element.

35. The fall control system of claim 31 or claim 32, wherein at least one of the one or more primary rolling element or at least one of the one or more secondary rolling element is a deformable wheel.

36. The fall control system of any one of claims 1-35, wherein the one or more primary rolling elements pivot about an axis corresponding to the direction of travel.

37. The fall control system of any one of claims 18-36, wherein: (i) the speed controller comprises a pair of caliper arms that pivot from a first position where the arms are not contacting the conductive fin when in the travelling orientation to a second position in the falling orientation where the arms contact the conductive fin to create friction, or(ii) the fall control system comprises a secondary speed controller comprising a secondary fin extending from the guide rail, wall or ceiling and a pair of caliper arms that pivot from a first position where the arms do not contact the secondary fin when in the travelling orientation to a second position in the falling orientation where the arms contact the fin to create friction.

38. The fall control system of any one of claims 1-37, wherein the trolley surrounds at least a portion of the elongate guide rail.

39. The fall control system of any one of claims 1-37, wherein the trolley is surrounded by at least a portion of the guide rail.

40. The fall control system of any one of claims 1-39, wherein one or more surfaces of the trolley are convex and / or concave.

41. A fall control system comprising: an elongate guide rail for mounting to a wall or ceiling; a trolley configured to move along the elongate guide rail, the trolley comprising a body and one or more rolling elements coupled to the body, the trolley further comprising a pad mount at the attachment end; and a pad configured to be coupled to the trolley body directly or via a pad mount, the pad configured to be positioned between a user and the wall when the trolley is mounted on the guide rail and the guide rail is mounted on the wall or ceiling, the pad moveable with the trolley along the elongate guide rail, wherein the pad comprises: a pad body comprising a layer of shock absorbing material (942j); a tether strip (942c) comprising a plurality of vertically arranged attachment points for coupling the pad to a user via a tether, the tether strip for attaching the pad to the pad mount of the trolley; a tether base (942b) for coupling the tether strip to the pad body; andone or more slots (942g) in the pad body configured to allow the user to access the guide rail or a hand rail.

42. The fall control system of claim 41, wherein the pad mount is attached to an attachment end or attachment arm of the trolley.

43. The fall control system of claim 41, wherein the pad mount is attached to a hanger of the trolley.

44. The fall control system of any one of claims 41-43, wherein the tether strip comprises a ring that is attachable to the pad mount with a carabiner.

45. The fall control system of any one of claims 41-44, further comprising one or more secondary pad for attaching to the pad to provide an additional layer of shock absorbing material between the user and the wall.

46. The fall control system of any one of claims 41-45, wherein the pad further comprises a support ledge (942n) configured to rest on the guide rail or hand rail and allow movement of the pad along the guide rail or hand rail in the traveling orientation.

47. The fall control system of any one of the claims 41-46, wherein a lower portion of the pad is foldable or removable to provide access to the hand rail.

48. The fall control system of any one of the claims 41-47, wherein the pad comprises a moisture resistant front layer and / or a reinforced abrasion-resistant back layer.

49. The fall control system of any one of the claims 1-48, wherein the tether is attached to the trolley or to the pad via an auto belay device.

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